Frame hanger for vehicle suspension

ABSTRACT

A frame hanger including a frame bracket adapted for connection to a vehicle frame rail, a spring box attached to the frame bracket, a vertically extending gusset attached to the frame bracket and positioned within the spring box to form a first spring module and a second spring module, where the spring box provides a bottom wall, a top wall, and an outer side wall of the first spring module, and where the spring box provides a bottom wall, a top wall, and an outer side wall of the second spring module, and the vertically extending gusset provides an inner side wall of the first spring module and an inner side wall of the second spring module.

BACKGROUND

The present invention generally relates to vehicle suspensions. Moreparticularly, the present invention relates to vehicle suspensionshaving springs. Vehicle suspensions that utilize shear springs have beendeveloped. For example, the assignee of the present invention discloseda vehicle suspension utilizing shear springs and a spring mountpositioned within a spring module in U.S. application Ser. No.13/178,773 which is entitled “Vehicle Suspension and Improved Method ofAssembly” and was filed on Jul. 8, 2011, now U.S. Pat. No. 8,262,112,and in U.S. application Ser. No. 13/543,424, filed Jul. 6, 2012, whichis a continuation-in-part of U.S. patent application Ser. No.13/178,773, and is entitled “Vehicle Suspension and Improved Method ofAssembly,” each of which is assigned to Hendrickson USA, L.L.C. Thisapplication incorporates U.S. patent application Ser. Nos. 13/178,773and 13/543,424, and U.S. Pat. No. 8,262,112 herein by reference. Thepresent application includes improvements and advancements over thevehicle suspensions disclosed in the applications noted above.

SUMMARY

In one aspect a suspension is provided for supporting a longitudinallyextending vehicle frame rail above an axle, the suspension having aframe hanger having a frame bracket adapted for connection to a vehicleframe rail, a spring box attached to the frame bracket, a gussetattached to the frame bracket and positioned within the spring box toform a first spring module and a second spring module, said spring boxcomprising a bottom wall, a top wall, and an outer side wall of thefirst spring module, and said spring box comprising a bottom wall a topwall and an outer side wall of the second spring module, said gussetforming an inner side wall of the first spring module and an inner sidewall of the second spring module, a first spring mount positioned withinthe first spring module, a first shear spring positioned between a firstside wall of the first spring mount and the outer side wall of the firstspring module, a second shear spring positioned between a second sidewall of the first spring mount and the inner side wall of the firstspring module, a second spring mount positioned within the second springmodule, a third shear spring positioned between a first side wall of thesecond spring mount and the outer side wall of the second spring module,and a fourth shear spring positioned between a second side wall of thesecond spring mount and the inner side wall of the second spring module.

In another aspect a frame hanger is provided having a frame bracketadapted for connection to a vehicle frame rail, a spring box attached tothe frame bracket, a gusset attached to the frame bracket and positionedwithin the spring box to form a first spring module and a second springmodule, said spring box comprising a bottom wall, a top wall, and anouter side wall of the first spring module, and said spring boxcomprising a bottom wall a top wall and an outer side wall of the secondspring module, and said gusset forming an inner side wall of the firstspring module and an inner side wall of the second spring module.

In a further aspect, a frame hanger is provided having a frame bracketadapted for connection to a vehicle frame rail, a spring box attached tothe frame bracket, said spring box comprising a first spring module anda second spring module, said first spring module comprising a top wall,a bottom wall, an outer side wall, and an inner side wall, said secondspring module comprising a top wall, a bottom wall, an outer side walland an inner side wall, a gusset attached to the frame bracket, a firstupwardly extending flange extending from the top wall of the firstspring module and a second upwardly extending flange extending from thetop wall of the second spring module, wherein the first upwardlyextending flange is attached to a first side wall of the center gussetand the second upwardly extending flange is attached to a second sidewall of the gusset.

BRIEF DESCRIPTION OF THE DRAWINGS

Exemplary embodiments of the invention are described herein withreference to the drawings, wherein like parts are designated by likereference numerals, and wherein:

FIG. 1 is a perspective view of a vehicle suspension 50;

FIG. 2 is a perspective view of vehicle suspension 50 shown in FIG. 1;

FIG. 3 is an elevation view of the vehicle suspension 50 shown in FIGS.1 and 2;

FIG. 4 is a perspective view of a frame hanger component of vehiclesuspension 50 shown in FIGS. 1-3;

FIG. 5 is another perspective view of the frame hanger component of FIG.4;

FIG. 6 is a perspective view of a saddle assembly shown in FIGS. 1-3;

FIG. 7 is another perspective view of the saddle assembly shown in FIG.6;

FIG. 8 is a perspective view of a portion of the saddle assembly shownin FIGS. 6 and 7;

FIG. 8A is another perspective view of the portion of the saddleassembly shown in FIGS. 6 and 7;

FIG. 9 is a perspective view of a shear spring used in the vehiclesuspension shown in FIGS. 1-3;

FIG. 10 is an elevation view of the shear spring in FIG. 9;

FIG. 11 is another elevation view of shear spring shown in FIGS. 9 and10;

FIG. 12 is a plan view of the shear spring shown in FIG. 9;

FIG. 13 is another perspective view of shear spring shown in FIGS. 9-12;

FIG. 14 is a perspective view of a load cushion used in the vehiclesuspension of FIGS. 1-3;

FIG. 15 is another perspective view of the load cushion of FIG. 14;

FIG. 16 is an elevation view of the load cushion of FIGS. 14 and 15;

FIG. 17 is a plan view of the load cushion shown in FIGS. 14-16;

FIG. 18 is another plan view of the load cushion shown in FIGS. 14-17;

FIG. 19 is a perspective view of a load cushion;

FIG. 20 is a perspective view of a load cushion;

FIG. 21 a is a top view of an inboard saddle and an outboard saddleprior to being drawn together by two connecting rods;

FIG. 21 b is a top view of the saddles in FIG. 21 a after they have beendrawn together by the connecting rods;

FIG. 22 is a view of the outboard side of vehicle suspension 50;

FIG. 23 is a cross sectional top view of the vehicle suspension 50 ofFIG. 22 along line 23-23 shown in FIG. 22;

FIG. 24 is a bottom view of the vehicle suspension 50 shown in FIGS. 2and 3;

FIG. 25 a is an elevation view of the vehicle suspension 50 shown inFIGS. 2 and 3;

FIG. 25 b is another elevation view of the vehicle suspension 50 shownin FIGS. 2 and 3;

FIG. 26 is a view of an alternate embodiment showing vehicle suspension450;

FIG. 27 is a view of vehicle suspension 650;

FIG. 28 is a view of an alternate vehicle suspension 550;

FIG. 29 is a view of a spring mount;

FIG. 30 is a perspective view of another example vehicle suspension;

FIG. 31 is a perspective view of another example vehicle suspension;

FIG. 32 is a load cushion having two load cushion retainers extendingfrom the base;

FIG. 33 is a perspective outboard view of vehicle suspension 50′ whichis a modified version of vehicle suspension 50 shown in FIG. 2;

FIG. 34 is an outboard view of the vehicle suspension 50′ shown in FIG.33;

FIG. 35 is a perspective inboard view of vehicle suspension 50′ shown inFIGS. 33 and 34;

FIG. 36 is an inboard view of the vehicle suspension 50′ shown in FIG.35;

FIG. 37 is a perspective view of a saddle assembly shown in FIGS. 33-36;

FIG. 38 is another perspective view of the saddle assembly shown in FIG.37;

FIG. 39 is a perspective view of a portion of the saddle assembly shownin FIGS. 37 and 38;

FIG. 39A is another perspective view of the portion of the saddleassembly shown in FIGS. 37 and 38;

FIG. 40 is a perspective view of a shear spring shown in the vehiclesuspension 50′ shown in FIGS. 33-36;

FIG. 41 is a side view of the shear spring shown in FIG. 40;

FIG. 42 is another side view of the shear spring shown in FIGS. 40 and41;

FIG. 43 is a perspective view of frame hanger 1059;

FIG. 44 is a front view of the frame hanger 1059 shown in FIG. 43;

FIG. 45 is a side view of the frame hanger 1059 shown in FIGS. 43 and44;

FIG. 46 is a perspective of vehicle suspension 1050.

FIG. 47 is a front view of the vehicle suspension 1050 shown in FIG. 46;

FIG. 48 is a front view of frame bracket 1058 used in frame hanger 1059shown in FIGS. 43-45;

FIG. 49 is a side view of frame bracket 1058 shown in FIG. 48;

FIG. 50 is a top view of spring box 1200 used in frame hanger 1059 shownin FIGS. 43-45;

FIG. 51 is a front view of the spring box 1200 shown in FIG. 50;

FIG. 52 is a side view of the spring box 1200 shown in FIGS. 50 and 51;

FIG. 53A is a side view of center gusset 1110 used in frame hanger 1059shown in FIGS. 43-45;

FIG. 53B is a side view of an alternate version of center gusset 1110that may be used in frame hanger 1059 shown in FIGS. 43-45;

FIG. 54 is a front view of center gusset 1110 shown in FIG. 53;

FIG. 55 is a perspective view of a shear spring 350 that may be used invehicle suspension 1050;

FIG. 56 is a cross-sectional side view of shear spring 350 taken alongline 56-56 in FIG. 55; and

FIG. 57 is a cross-sectional end view of shear spring 350 taken alongline 57-57 in FIG. 55.

DETAILED DESCRIPTION OF THE INVENTION

FIG. 1 is a perspective view of a vehicle suspension 50 having a frameattachment portion 58 that is adapted for attachment to a vehicle frameor frame rail. Vehicle suspension 50 is shown attached to a walking beam78 positioned beneath the vehicle suspension 50. Also disclosed is asecond vehicle suspension 50 a having a frame attachment portion 58 athat is adapted for attachment to a vehicle frame or frame rail on aside of the vehicle opposite the side to which vehicle suspension 50 isattachable to a vehicle frame or frame rail. Vehicle suspension 50 a isshown attached to a walking beam 78 a positioned beneath the vehiclesuspension 50 a. A cross tube 55 is attachable to vehicle suspensions 50and 50 a.

Vehicle suspension 50 is designed to support longitudinally extendingvehicle frame rails (not shown) which can be of various types that arepositioned above laterally extending vehicle axles. As will beappreciated by those skilled in the art, components of vehiclesuspension 50 and the other suspensions described herein are duplicatedon each side of the vehicle as shown in FIG. 1. It will also beappreciated that vehicle wheels may be mounted to the ends of thevehicle axles in a known manner. Further, it will be appreciated thatthe vehicle frame rails may be connected by one or more vehicle framecross members.

Those skilled in the art will further understand that a suspension,arranged in accordance with the suspension 50 and the componentsthereof, alternatively may be attached to frame rails of a trailer (forexample, a trailer that connects to a semi-tractor). The frame rails ofa trailer may comprise frame rails such as those described above oranother type of frame rail.

For purposes of this description, unless specifically describedotherwise, hereinafter, “vehicle” refers to a vehicle or a trailer. Inthis way, for example, a vehicle frame refers to a vehicle frame or atrailer frame. Furthermore, for purposes of this description, the leftside of a vehicle refers to a side of the vehicle on an observer'sleft-hand side when the observer faces the back of the vehicle, and theright side of the vehicle refers to a side of the vehicle on anobserver's right-hand side when the observer faces the back of thevehicle. Furthermore still, for purposes of this description, “outboard”refers to a position further away from a center line, running from thefront to the back of a vehicle, relative to “inboard” which refers to aposition closer to that same center line.

Top edges 57 and 57 a of frame attachments portions 58 and 58 a,respectively, have a center portion that does not extend as far as theend portions of top edges 57 and 57 a on both sides of the centerportions. As an example, those center portions may be arranged in suchconfigurations so as to allow frame attachment portions 58 and 58 a tobe attached to frame rails that have features that would interfere withthe attachment of frame attachment portions having center portions thatextend to the same level as the end portions.

FIG. 1 identifies walking beam ends 59 and 59 a. In accordance with afirst embodiment, frame attachment portion 58 may be attached to a framerail on the left side of a vehicle and the frame attachment portion 58 amay be attached to a frame rail on the right side of the vehicle suchthat the front end of the vehicle is closer to walking beam end 59 thanit is to walking beam end 59 a. In accordance with a second embodiment,frame attachment portion 58 may be attached to a frame rail on the rightside of the vehicle and the frame attachment portion 58 a may beattached to a frame rail on the left side of the vehicle, such that thefront end of the vehicle is closer to walking beam end 59 a than it isto walking beam end 59.

FIG. 2 is a perspective view of vehicle suspension 50 (the samesuspension shown in FIG. 1). Frame rail attachment holes 60 of frameattachment portion 58 are adapted for attaching frame attachment portion58 to a vehicle frame or frame rail (not shown) using, for example,connecting rods, such as mounting bolts. Vehicle suspension 50 includesgussets 62 a-f extending perpendicularly from the frame rail attachmentportion 58 to provide additional support and rigidity to vehiclesuspension 50.

A spring module 70 is attached to frame rail attachment portion 58.Spring module 70 includes an opening 64. Positioned within opening 64are (i) at least a part of a spring mount 66, (ii) at least a part of afirst shear spring 72 positioned between a first side wall of the springmount 66 and a side wall 80 of spring module 70, (iii) at least a partof a second shear spring 74 positioned between a second side wall of thespring mount 66 and a second side wall of spring module 70, and (iv) atleast a part of a load cushion 76 positioned on top of spring mount 66and beneath the top wall 84 of spring module 70.

Similarly, but adjacent to spring module 70, a spring module 70 a isattached to frame rail attachment portion 58. Spring module 70 aincludes an opening 64 a. Positioned within opening 64 a are (i) atleast a part of a spring mount 66 a, (ii) at least a part of a shearspring 72 a positioned between a first side wall of the spring mount 66a and a side wall 80 a (see FIG. 4) of spring module 70 a, (iii) atleast a part of a shear spring 74 a positioned between a second sidewall of the spring mount 66 a and a side wall 82 a of spring module 70,and (iv) at least a part of a load cushion 76 a positioned on top ofspring mount 66 a and beneath the top wall 84 a (see FIG. 3) of springmodule 70 a. As used herein, where it is stated that a component ispositioned within the opening, that encompasses situations where thecomponent is not entirely positioned within the opening. Thus,components partially, but not entirely, positioned within the openingare still positioned within the opening within the meaning of thisspecification.

FIG. 3 shows an elevation view of vehicle suspension 50 (i.e., the samesuspension shown in FIGS. 1 and 2). Spring module 70 is shown attachedto frame rail attachment portion 58. Spring module 70 includes anopening 64. Positioned within at least a portion of opening 64 are (i) aspring mount 66, (ii) a shear spring 72 positioned between a first sidewall of spring mount 66 and a first side wall 80 of opening 64, (iii) ashear spring 74 positioned between a second side wall of spring mount 66and a side wall of 82 of opening 64, and (iv) a load cushion 76positioned on top of spring mount 66 and beneath a top wall 84 ofopening 64.

A second spring module 70 a is positioned adjacent spring module 70 andis also attached to frame rail attachment portion 58. Spring module 70 aincludes an opening 64 a. Positioned within at least a portion ofopening 64 a are (i) a spring mount 66 a, (ii) a third shear spring 72 apositioned between a first side wall of spring mount 66 a and a sidewall 80 a of opening 64 a, (iii) a fourth shear spring 74 a positionedbetween a second side wall of the spring mount 66 a and a second sidewall 82 a of opening 64 a, and (iv) a load cushion 76 a positioned ontop of spring mount 66 a and beneath a top wall 84 a of opening 64 a.

FIGS. 4 and 5 are perspective views of a frame hanger portion (or moresimply, a “frame hanger”) 100 that is a component of vehicle suspension50 shown in FIGS. 1-3. Frame hanger 100 comprises frame attachmentportion 58, gussets 62 a-f, upper U-plates 73 and 77, and lower U-plates75 and 79. Each of U-plates 73, 75, 77, and 79 can consist of a singleplate formed from a single flat plate, or alternatively, can befabricated from multiple flat plates. Alternately, the U-plates can becast. Further, the entire opening 64 of spring module 70, or portionsthereof, could be cast as well.

Upper U-plate 77 and lower U-plate 79 define opening 64 of spring module70. Upper U-plate 77 includes flanges 77 a and 77 b and top wall 84.U-plate 79 includes side walls 80 and 82 and bottom wall 86. Preferably,a distance 101 (shown in FIG. 5) between the outer edges of flanges 77 aand 77 b is equal to or slightly less than a distance 102 (shown in FIG.5) between walls 80 and 82 such that upper U-plate 77 fits between walls80 and 82 and flanges 77 a and 77 b are operable as shear spring stops84 b and 84 c for shear springs 72 and 74, respectively.

Similarly, upper U-plate 73 and lower U-plate 75 define opening 64 a ofspring module 70 a. Upper U-plate 73 includes flanges 73 a and 73 b andtop wall 84 a. U-plate 75 includes side walls 80 a and 82 a and bottomwall 86 a. Preferably, a distance 103 (shown in FIG. 5) between theouter edges of flanges 73 a and 73 b is equal to or slightly less than adistance 104 (shown in FIG. 5) between walls 80 a and 82 a such thatupper U-plate 73 fits between walls 80 a and 82 a and flanges 73 a and73 b are operable as shear spring stops 84 e and 84 d for shear springs72 a and 74 a, respectively. Preferably, distance 101 equals distance103, and distance 102 equals distance 104. FIG. 4 illustrates side edges110, 110 a, 110 b, and 110 c of side walls 80, 82, 80 a, and 82 a,respectively, and FIG. 5 illustrates side edges 112, 112 a, 112 b, and112 c of side walls 80, 82, 80 a, and 82 a, respectively.

It should be noted the top wall 84 of the U-plate 77 and/or the top wall84 a of U-plate 73 may include a dome-like configuration to controlbulging of a progressive spring rate load cushion during loadedconditions thereby increasing the useful life of the load cushion. Theload cushion may be an elastomeric progressive spring rate load cushionshaped to resemble a pyramid, and having a flattened top surface (seeFIG. 14 described below). The top of the load cushion nests within thedome-like configuration during loading. The dome-like configuration maybe formed in top wall 84 or 84 a by a stamping or punching operationwhere the top wall of the plate is plastically deformed. Alternately, adome could be cast or forged into the top wall of the opening. Inaddition, a domed insert (e.g., a cast or forged dome insert) could beattached (e.g., by welding or bolting) to the top wall to provide a topwall with a dome-like configuration.

Lower U-plate 79 includes a weld-slot 81 through which a weld bead (notshown) for welding lower U-plate 79 to lower U-plate 75 can residewithout extending outside of weld-slot 81. In accordance with an exampleembodiment, the weld bead within weld-slot 81 may be the only weld beadwithin opening 64, such that opening 64 includes no weld beads that canact as ramps upon which shear springs 72 or 74 can ride on to avoidshear spring stops 84 b or 84 c, respectively.

Similarly, U-plate 75 includes a weld-slot (not shown) through which aweld bead (not shown) for welding lower U-plate 75 to lower U-plate 79can reside without extending outside of the weld-slot within U-plate 75.In accordance with an example embodiment, the weld bead within theweld-slot within U-plate 75 may be the only weld bead within opening 64a, such that opening 64 a includes no weld beads that can act as rampsupon which shear springs 72 a or 74 a can ride on to avoid shear springstops 84 d or 84 e, respectively. Preferably, the weld-slot withinU-plate 75 has the same shape and orientation as weld-slot 81 and islocated closer to edge 110 a of wall 86 a than to edge 112 b of wall 86a.

FIG. 4 further illustrates a pocket 37 positioned on side wall 82 a.Pocket 37 is shown in dashed lines because pocket 37 is not required foruse with shears springs configured as shear springs 72, 72 a, 74, 74 a,and 300. Rather pocket 37 might be used with shear springs having a flatbase plate without outwardly extending flanges (described below). Inaccordance with embodiments in which pockets are used to retain shearsprings, such pockets are typically located on the opposing side wallsof the spring module. Details regarding pockets are shown and describedin U.S. Pat. No. 7,926,836.

It should be noted that while the above embodiments are shownconstructed using U-shaped plates, U-shaped plates are not required. Infact, the top wall, bottom wall, and first and second side walls thatdefine the opening could each be separate plates, or otherwiseconstructed without using U-shaped plates, although using U-shapedplates to define the opening is preferred in the above embodiments.

FIGS. 6 and 7 are perspective views of a saddle assembly 90 that isshown in FIGS. 1-3 and that comprises an outboard saddle 120 and aninboard saddle 130. FIGS. 8 and 8A are perspective views of outboardsaddle 120. In accordance with the embodiments described herein, inboardsaddle 130 may be identical to outboard saddle 120. Alternatively,inboard saddle 130 may be identical to outboard saddle 130 except thatthe mounting holes (e.g., mounting holes 205, 205 a) into whichconnecting rods 146 and 146 a are installed in one of those saddles maybe tapped holes and the mounting holes in the other saddle may beuntapped holes.

Saddles 120, 130 each include upper and bottom portions. Each upperportion of saddles 120, 130 includes two spring mount portions. Each ofthe two spring mount portions of saddle 120 interface to correspondingspring mount portions of saddle 130 to form respective spring mounts 66and 66 a. The bottom portion of outboard saddle 120 includes a bottommount section 136, and the bottom portion of inboard saddle 130 includesa bottom mount section 134. Those bottom mount sections may be conical,spherical, or wedge shaped, and may form a mechanical joint whenattached to a walking beam as is known in the art. Furthermore, thebottom portions of outboard saddle 120 and inboard saddle 130 may besimilar to the bottom portions of saddles disclosed in U.S. Pat. No.7,926,836.

As shown in one or more FIGS. 6, 7, 8, and 8A, the upper portion ofoutboard saddle 120 is identified as upper portion 140, and the upperportion of inboard saddle 130 is identified as upper portion 142. Asshown in FIG. 8 and/or FIG. 8A, upper portion 142 includes a springmount portion 143 and a spring mount portion 145. Spring mount portion143 includes spring mount side portions 143 a and 143 b and spring mountportion interface 143 f. Similarly, spring mount portion 145 includesspring mount side portions 145 a and 145 b and spring mount portioninterface 145 f. Each spring mount side portion of upper portions 140and 142 includes a pair of flanges and a tapered surface.

As shown in FIG. 8, spring mount side portion 143 a includes flanges 143c and 143 d and tapered surface 191 a, and spring mount side portion 145b includes flanges 145 c and 145 d and tapered surface 191 b. As shownin FIG. 8A, spring mount side portion 143 b includes flanges 143 e and143 g and tapered surface 191 c, and spring mount side portion 145 aincludes flanges 145 e and 145 g and tapered surface 191. Each flange onthe spring mount side portions include a surface that is operable as apositive-stop to restrict a shear spring from moving beyond thepositive-stop as the shear spring is moving in a direction towards thepositive-stops. Examples of the shear spring positive-stops on thespring mount side portions shown in FIGS. 6 and 7 includes flangesurfaces 173 a, 173 b, 173 c, 173 d, 173 e, 173 f, 173 g, 173 h, 173 i,and 173 j.

Upper portions 140, 142 of saddles 120, 130 include a number ofsignificant advantages over the saddles and saddle assemblies shown inU.S. Pat. No. 7,926,836. As one example, the upper portions 140, 142 ofsaddles 120, 130 are designed to be drawn together (e.g., drawn incontact with each other) by connecting rods 146 and 146 a. In that way,spring mount portion interface 143 f is drawn into contact with acorresponding spring mount portion interface on upper portion 140 andspring mount portion interface 145 f is drawn into contact with anothercorresponding spring mount portion interface on upper portion 140.

In accordance with this design, the upper portions 140, 142 may serve asspring mounts. In particular, the upper portions 140, 142 include firstends 150, 152 thereof that together form first load cushion mountingsurface 155 on first spring mount 66 that is adapted to have a firstload cushion mounted thereon. Similarly, upper portions 140, 142 alsoinclude second ends 160, 162 thereof that together form second loadcushion mounting surface 165 on second spring mount 66 a that is adaptedto have a second load cushion mounted thereon. Of course, while two loadcushion mounting surfaces are shown, only one, or perhaps three or moreload cushion mounting surfaces could be provided on the upper portions140, 142. Thus, spring mounts 66 and 66 a are integrally attached to thesaddle, unlike the saddle shown in U.S. Pat. No. 7,926,836. Indeed,spring mounts 66 and 66 a are preferably integrally formed with thesaddles 120 and 130, as shown in FIG. 6. With this design, the need forseparate spring mounts is eliminated. Of course, spring mounts integralwith the saddle are not required and spring mounts that are separatefrom the saddle may be used for particular applications, as shown forexample in FIG. 27.

As mentioned above, the upper portions 140, 142 of the outboard saddle120 and inboard 130 are connected together. As discussed in greaterdetail below, a threaded connecting rod may be a bolt, screw, or othersuitable fastener and may be used to connect the saddles together. Asillustrated in FIG. 6, one end of connecting rods 146 and 146 a can beseen indicating where the connection of the saddles may be accomplished.

FIG. 7 further illustrates the threaded shank portions of connectingrods 146 and 146 a. The threaded portion of the connecting rod 146 canbe seen extending through the saddles 120, 130 and with nut 204 attachedto the threaded portion so as to connect the saddles together.Similarly, the threaded portion of the connecting rod 146 a can be seenextending through the saddles 120, 130 and with nut 204 a attached tothe threaded portion so as to connect the saddles together.

Depending on the application, the disclosed vehicle suspensions may notutilize load cushions on the top surface of the spring mounts, and thusthe load cushion mounting surfaces 155 and 165 may not be necessary.However, even in the absence of load cushion mounting surfaces, with thedesign of the saddle assembly shown in FIGS. 6 and 7, the upper portions140, 142 may still serve as a spring mount. In particular, the upperportions 140, 142 include first ends 150, 152 thereof that together forma first V-shaped side wall 190 of spring mount 66, that is adapted tocontact and compress a first shear spring having a correspondingV-shaped surface (not shown, but see below).

Similarly, upper portions 140, 142 also include second ends 160, 162thereof that together form a second V-shaped side wall 190 a of thespring mount 66 a, that is adapted to contact and compress a secondshear spring having a corresponding V-shaped top surface (also notshown, but see below). While V-shaped side walls 190 and 190 a aredisclosed, the saddles could be designed such that only ends 150 and 152or ends 160 and 162 include a V-shaped side wall. Again, with the designshown in FIG. 6, the need for a separate spring mount to contact a shearspring is eliminated.

As described above, there are two openings (64 and 64 a) in vehiclesuspension 50. The saddle assembly 90 also includes a third V-shapedwall 190 b positioned between side walls 190 and 190 a, as well as afourth V-shaped wall 190 c opposite from V-shaped wall 190 b and betweenside walls 190 and 190 a. V-shaped walls 190 b and 190 c, along withside walls 82 and 80A, respectively, are also adapted to contact andcompress additional shear springs having corresponding V-shaped surfaces(not shown, but see below).

Furthermore, upper portion 142 of inboard saddle 130 includespositive-stops 171 a, 171 c, 171 e, and 171 g. Similarly, upper portion140 of outboard saddle 120 includes positive-stops 171 b, 171 d, 171 f,and 171 h. Each of the foregoing positive-stops extends upward aboveload cushion mounting surfaces 155, 165, and is operable to preventvehicle suspension 50 from having a longer than desired stroke. Thosepositive-stops are most-likely put into use when load cushions are notmounted to saddle assembly 90 or if the load cushion(s) mounted tosaddle assembly 90 are compressed to a level below the upper surfaces ofthe positive-stops. During such use, the positive-stops can contact topwalls 84 and 84 a so as to limit the stroke of vehicle suspension 50.Furthermore still, as shown in FIG. 8 and/or FIG. 8A, upper portion 142of inboard saddle 130 includes positive-stops 171 w, 171 x, 171 y, and171 z. Each of the foregoing positive-stops, as well as similarlypositioned positive-stops on upper portion 140 of outboard saddle 120,is operable to prevent vehicle suspension 50 from having a longer thandesired stroke. The positive-stops 171 w, 171 x, 171 y, and 171 z aremost-likely put into use during a rebound motion of vehicle suspension50. During such use, the positive-stops can contact bottom walls 86 and86 a so as to limit the stroke of vehicle suspension 50. FIG. 8 and/orFIG. 8A further illustrates surface 155 a which provides one half ofload cushion mounting surface 155 shown in FIGS. 6 and 7, and surface165 a which provides one half of load cushion mounting surface 165 shownin FIGS. 6 and 7. Thus, surface 155 a is part of an inboard part 66 b offirst spring mount 66 shown in FIGS. 6 and 7, and surface 165 a is partof inboard part 66 c of second spring mount 66 a shown in FIGS. 6 and 7.

FIG. 8 also illustrates tapered surface 191 a that forms one half ofV-shaped wall 190 a at end 162 of saddle assembly 90, and taperedsurface 191 b that forms one half of V-shaped wall 190 b shown in FIGS.6 and 7. Further, through-hole 205 is shown in inboard part 66 b offirst spring mount 66 which comprises half of spring mount 66, andthrough-hole 205 a is shown in inboard part 66 c of second spring mount66 a which comprises half of second spring mount 66 a. As can be seenfrom FIGS. 7 and 8, connecting rod 146 extends through through-hole 205and connecting rod 146 a extends through through-hole 205 a.

FIG. 8A also illustrates tapered surface 191 that forms one half ofV-shaped wall 190 at end 152 of saddle assembly 90, and tapered surface191 c that forms one half of V-shaped wall 190 c shown in FIGS. 6 and 7.

The frame hanger 100 of vehicle suspension 50 shown in FIGS. 4 and 5 maycomprise cast or fabricated metal or composite material, including iron,steel, or aluminum. As shown in FIG. 4, frame hanger 100 is fabricatedwith gussets 62 a-f, and sheet steel may be used to make frameattachment portion 58. Frame hanger 100 could also be cast with anysuitable castable material. Similarly, the saddles may comprise cast orfabricated metal or composite material. Depending on the application,the metal may, for example, be nodular ductile iron (or more simply,ductile iron), steel, such as a high strength low alloy steel, oraluminum. Typically, high strength low alloy steels are a preferredmaterial to use for the frame hanger and the saddle, although aluminumis often desired when weight considerations are of greater importance.

FIGS. 9 and 13 are perspective views of a shear spring 300, which issometimes referred to as a V-spring. Any of the shear springs disclosedin the example embodiments, such as shear springs 72, 72 a, 74, and 74a, may be arranged as shear spring 300. As shown in FIG. 9, shear spring300 includes a base plate 302, a V-shaped plate 310, and an intermediateplate 312. V-shaped plate 310 results in shear spring 300 having aV-shaped wall 310 a that is adapted to contact a corresponding V-shapedside wall of a spring mount. Shear spring 300 includes an elastomericsection 306 between base plate 302 and intermediate plate 312, and anelastomeric section 308 between intermediate plate 312 and V-shapedplate 310. Alternatively, the shear spring could be made without one ormore of plates 302, 310, and 312. For example, the shear spring could beall elastomer, have a base plate 302 without plates 310 and 312, havebase plate 302 and plate 312 but no intermediate plate 312, etc.Furthermore, base plate 302 could also be V-shaped like plates 310 and312 such that all three plates are V-shaped. In such a case, the sidewall of the opening contacting base plate 302 could also have acorresponding V-shape. Moreover, the shear spring 300 is shown havingthe geometry of a preferred embodiment. It will be appreciated that thebase plate 302 may not even include a plate as noted above. Further, thebase or base plate 302 of the shear spring 300 could also be affixed tothe side walls of the opening in the spring module using fasteners,bolts, etc. in a known and conventional manner. Thus, the shear springis not required to have, but may have, the geometry shown in FIGS. 9-13.

FIGS. 10 and 11 are elevational views of shear spring 300. Shear spring300 has a free-state vertical offset 301 between its end plates (i.e.,base plate 302 and V-shaped plate 310). Preferably, the free-statevertical offset 301 is equal to half the vertical travel of vehiclesuspension 50. This is done to minimize a couple induced in shear spring300 by virtue of the compression load acting on shear spring 300 appliedat both end plates. A couple is a moment induced when equal and opposingforces are acting on a body but are not collinear. The effect of thecouple on shear spring 300 is to induce rotation within the spring thatcould cause the spring to rotate within a spring module sufficientlyenough to relieve the shear spring's compression and put the elastomericsections (e.g., elastomeric sections 306 and 308) into tension.Offsetting both endplates of shear spring 300 by a distance equal tohalf of the suspension's vertical travel results in couples at the fullystroked and rebound conditions being equal but opposite in direction(the magnitude of these couples is half that of a spring with no offsetor an offset equal to that of the vertical travel of vehicle suspension50).

A shear spring is typically constructed from relatively flat first andsecond end plates with an elastomer connected between them. This springwill then have compressive and shear rates corresponding to the chosenmaterial, cross-section, and thickness of elastomer. If one were toinsert a third plate between the first and second end plates; such that,it subdivides the elastomer thickness into two separate, but notnecessarily equal, thickness; the spring's compressive rate wouldincrease while the shear rate would not be affected. Because thespring's plates are all relatively flat, the spring's shear rates inmutually perpendicular directions are the same.

If the spring has one or more plates with form; such that, the formconfines the elastomer at least partially in one of the shear directions(use of V-plates is one way); the spring is no longer acting in pureshear in the confining direction. Rather, the spring is acting in acombination of shear and compression in the confining direction. Theresult is the confined shear direction having a higher effective shearrate than the unconfined shear direction. Just like above where theaddition of plates to subdivide the rubber increases the compressiverate of the spring, the addition of formed plates will increase thecompressive rate portion of the effective shear rate resulting in evenhigher effective shear rates.

FIG. 12 is a plan view of shear spring 300 comprising base plate 302,V-shaped plate 310, and intermediate plate 312. Base plate 302 includesa first flange 304 extending from a first end thereof away from V-shapedplate 310 and a second flange 305 extending from a second end thereofalso away from V-shaped plate 310. Base plate 302 is adapted to contacta first side wall of a spring module opening of a vehicle suspension(for example, side wall 80 of opening 64 in the spring module of vehiclesuspension 50). Frictional forces acting on shear spring 300, a sidewall of a spring module opening, and a V-shaped side wall of a springmount provide a primary means to prevent lateral movement of shearspring 300. The first flange 304 and the second flange 305 of base plate302 are designed to extend beyond first and second side edges of a sidewall of a spring module opening to secondarily restrict lateral movementof shear spring 300 with respect to vehicle suspension 50.

Intermediate plate 312 provides additional resistance to lateral shearforces acting on shear spring 300, such as lateral shear forces in adirection from flange 304 to flange 305 or from flange 305 to flange304. Intermediate plate 312 is shown as having a V-shaped configurationwith the same angle as V-shaped plate 310. However, intermediate plate312 could have a larger or smaller angle for the V-shape as desired.Further, intermediate plate 312 could be omitted or additionalintermediate plates (e.g., intermediate V-shaped plates) could beincluded between V-shaped plate 310 and base plate 302. Alternatively,an intermediate plate (e.g., intermediate plate 312) could be a flatplate, like the flat portion of base plate 302 between flanges 304 and306, and additional plates could be added depending on the applicationor desired performance.

The V-shaped plates 310 and 312 may be bent from straight plates. SinceV-shaped plate 310 has a V-shape, V-shaped plate 310 has an angle thatis less than 180 degrees. FIG. 12 illustrates an included angle 311formed by V-shaped plate 310 and an included angle 313 formed byintermediate plate 312. In the embodiments in which intermediate plate312 has a V-shape, the included angles 311 and 313 are preferably thesame number of degrees. The number of degrees (°) of included angles 311and 313 may be a number of degrees that fall within any of a pluralityof angle ranges including, but not limited to, the angle ranges of (i)90° to 179°, (ii) 90° to 170°, or (iii) 115° to 125°. In accordance withthat latter range, the included angles 311 and 313 may, for example, be115°, 116°, 117°, 118°, 119°, 120°, 121°, 122°, 123°, 124°, 125° or somenon-whole number angle between any two of those listed angles.

In accordance with the disclosed embodiments, shear spring 300 may beconstructed of elastomeric sections 306 and 308 bonded to plates 302,310, and 312. Elastomeric sections 306 and 308 may comprise anelastomeric material (i.e., an elastomer) such as natural rubber,synthetic rubber, styrene butadiene, synthetic polyisoprene, butylrubber, nitrile rubber, ethylene propylene rubber, polyacrylic rubber,high-density polyethylene, thermoplastic elastomer, a thermoplasticolefin (TPO), urethane, polyurethane, a thermoplastic polyurethane(TPU), or some other type of elastomer. In this regard and inparticular, elastomeric sections 306 and 308 may comprise an elastomerdefined as American Society of Testing and Materials (ASTM) D2000 M4AA717 A13 B13 C12 F17 K11 Z1 Z2. In this case, Z1 represents naturalrubber and Z2 represents a durometer selected to achieve a desired shearrate. The selected durometer may be based on a given predefined scale,such as the Shore A scale, the ASTM D2240 type A scale, or the ASTMD2240 type D scale. In a preferred embodiment, in accordance with theShore A scale, Z2, for example, is preferably 70±5. In anotherembodiment, in accordance with the Shore A scale, Z2 is, for example,within the range of 50 to 80. Other examples of Z2 and ranges for Z2 arealso possible.

In another respect, elastomeric sections 306 and 308 may comprise aviscoelastomeric material that (i) has elastic characteristics when theshear spring 300 is under a load within a given range and when that loadis removed, and (ii) has non-elastic characteristics (for example, doesnot return to an original non-loaded shape) if the applied load exceedsthe greatest load of the given range. The given range may extend from noload to a maximum expected load plus a given threshold. The giventhreshold accounts for possible overloading of shear spring 300. As anexample, the viscoelastomeric material may comprise amorphous polymers,semi-crystalline polymers, and biopolymers. Other examples of theviscoelastomeric material are also possible.

In accordance with the example embodiments, elastomeric sections 306 and308 may also comprise one or more fillers. The filler(s) may optimizeperformance of elastomeric sections 306 and 308. The fillers mayinclude, but are not limited to, wax, oil, curing agents, and/or carbonblack. Such fillers may optimize performance by improving durabilityand/or tuning elastomeric sections 306 and 308 for a given shear loadand/or a given compressive load applied to elastomeric sections 306 and308. Improving durability through the use of fillers may include, forexample, minimizing a temperature rise versus loading characteristic ofelastomeric sections 306 and 308 and/or maximizing shape retention ofelastomeric sections 306 and 308.

Shear spring 300 may be formed, for example, by inserting the plates302, 310, and 312 into a mold (not shown). The plates may each be coatedwith a coating material. As an example, the coating material maycomprise a material comprising zinc and phosphate, modified withcalcium. The coating material may have a coating weight of 200-400milligrams per square foot. Other examples of the coating material arealso possible. A bonding agent may be applied to the coated plates forbonding the plates 302, 310, and 312 to elastomeric sections 306, 308.As an example, the bonding agent may comprise Chemlok® manufactured bythe Lord Corporation, Cary, N.C., USA. Other examples of the bondingagent are also possible. Applying the coating material and/or applyingthe bonding agent may occur prior to, during, and/or after insertion ofthe plates 302, 310, 312 into the mold. After applying the coatingmaterial and the bonding agent, the elastomeric material (while in apourable form) may be inserted into the mold to form the elastomericsections 306, 308.

In a preferred embodiment, any exposed portion of the plates 302, 310,and 312 (for example, a portion of the plates not covered by theelastomeric material) is protected against corrosion by a means otherthan the elastomeric material. In other embodiments, some exposedportions of the plates 302, 310, and 312 (e.g., the edges of the plates)may not be protected against corrosion, whereas any other exposedportions of the plates are protected against corrosion.

The plates 302, 310, and 312 can be made of any of a variety of suitablematerials, including, but not limited to, iron, steel, aluminum,plastic, a composite material, or some other material. The plates 302,310, 312 may be fully, or at least substantially, encapsulated inelastomer to further enhance their corrosion resistance and friction atthe mating suspension members. As an example, plates 302, 310, and 312can comprise plates having a thickness between a range of 0.125 inches(3.175 mm) to 0.25 inches (6.35 mm).

In accordance with an example embodiment, the desired vertical shearrate of the shear spring 300 is approximately 615 N/mm (or approximately3,500 pound force per inch (i.e., lb_(f)/in)), and the initialcompressive spring rate of the shear spring 300 is approximately 5,700N/mm (or approximately 32,500 lb_(f)/in).

FIGS. 14 and 15 are perspective views of an example load cushion 400 foruse in vehicle suspension 50. FIG. 16 is an elevation view of loadcushion 400 and FIGS. 17 and 18 are top and bottom plan views,respectively, of load cushion 400. Any of the load cushions disclosed inthe example embodiments, such as load cushions 76 and 76 a, may bearranged as load cushion 400.

As shown in one or more of FIGS. 14, 15, and 16, load cushion 400includes a base 402, a load cushion portion 404, a mounting extension406 with a mounting hole 407, and a mounting extension 408. A loadcushion retainer 410, integral with load cushion 400, extends frommounting extension 408. Load cushion portion 404 is positioned betweenmounting extensions 406 and 408 and, as shown in FIG. 14, above base402. The load cushion base 402 may comprise a metal plate that is eithersolid or includes gaps or voids, or may comprise elastomeric material ora combination thereof.

Load cushion portion 404 may be designed to have at least one taperedwall, and generally, similarly shaped horizontal cross sections ofdifferent sizes throughout. The size change factor, or ratio ofsimilitude, is a function of the taper of at least one tapered wall. Thehorizontal cross sections can be any geometric shape desired forpackaging, weight or aesthetics. Additionally, or alternatively, thehorizontal cross sections can be selected to obtain a desired verticalspring rate for load cushion 400.

Load cushion retainer 410 includes a load cushion retainer grip (or moresimply, a grip) 414, a load cushion retainer shaft (or more simply, ashaft) 415, and a load cushion retainer disc (or more simply, a disc)416. The shaft 415 extends between an outer surface 402 a (see, FIG. 15)of base 402 and a retention surface 411 of disc 416. Grip 414 extendsaway from disc 416 from a portion of disc 416 opposite retention surface411. The diameters of grip 414, shaft 415, and disc 416 may bedifferent. For example, and as shown in FIG. 15, a diameter of shaft 415is smaller than a diameter of disc 416, and a diameter of grip 414 isgenerally smaller (although not necessarily smaller) than the diametersof shaft 415 and disc 416.

A length of shaft 415 may be selected with respect to a height of asaddle assembly recess, such as one of recesses 420 and 421 of saddle120 or one of recesses 422 and 423 of saddle 130. Typically, the lengthof shaft 415 is 10-15% less than the recess height. This allows theretainer to “clamp” itself into place. Furthermore, the diameter ofshaft 415 may be selected with respect to a width of the saddle assemblyrecess. As an example, the length of shaft 415 may be selected to beslightly greater than the height of a saddle assembly recess and thediameter of shaft 415 may be selected to be slightly less than the depthand/or the width of the saddle assembly recess so that the shaft 415 canbe positioned within the saddle assembly recess by hand.

Grip 414 may be used to pull or push shaft 415 into a saddle assemblyrecess, as well as to pull or push shaft 415 out of the saddle assemblyrecess. Load cushion retainer 410 may flex while grip 414 is pulled orpushed. A diameter of shaft 415, and thus the width of the saddleassembly recess, may be selected to be large enough such that loadcushion retainer 410 is not torn from outer surface 402 a while a forceto pull or push grip 414 is applied to load cushion retainer 410.

Mounting load cushion 400 to load cushion mounting surface 155 or 165 ofthe inboard and outboard saddles 120, 130 may include positioning shaft415 into a recess on a load cushion mounting surface, such as either ofrecesses 420 and 423 on load cushion mounting surface 165 (shown inFIGS. 6 and 7), or either of recesses 421 and 422 on load cushionmounting surface 155 (shown in FIGS. 6 and 7). After shaft 415 ispositioned within a saddle assembly recess of either the inboard oroutboard saddle, a fastener, such as a bolt, a screw, a cotter pin, ahitch pin, a pine-tree style pin, a clevis pin, or some other type offastener or combination of fasteners, can be inserted into mounting hole407 and into the other saddle. In one respect, the other saddle mayinclude a saddle assembly recess as shown in FIGS. 5 and 6. In anotherrespect, the other saddle may include a tapped or non-tapped hole towhich the fastener can be installed for retaining load cushion 404 atmounting extension 406. That tapped or non-tapped hole may be athrough-hole. Furthermore, the load cushion retainer could also bepositioned elsewhere on the load cushion.

FIG. 19 is a perspective view illustrating an alternative load cushion400 a. Any of the load cushions disclosed in the example embodiments,such as load cushions 76 and 76 a, may be arranged as load cushion 400a. Load cushion 400 a includes a base 402 a, a load cushion portion 404a, a mounting extension 406 a, and a mounting extension 408 a. Base 402a, load cushion portion 404 a, and mounting extension 408 a are the sameas base 402, load cushion portion 404, and mounting extension 408,respectively, of load cushion 400. Load cushion portion 404 a ispositioned between mounting extensions 406 a and 408 a and, as shown inFIG. 19, above base 402 a.

A load cushion retainer 417, integral with load cushion 400 a, extendsfrom mounting extension 406 a. Load cushion retainer 417 includes a loadcushion retainer grip (or more simply, a grip) 418, a load cushionretainer shaft (or more simply, a shaft) 413, and a load cushionretainer disc (or more simply, a disc) 412. Shaft 413 extends between anouter surface 403 a of base 402 a and a retention surface 419 of disc412. Grip 418 extends away from disc 412 from a portion of disc 412opposite retention surface 419. The foregoing components of load cushionretainer 417 may be configured similar to like named components of loadcushion retainer 410 shown in FIG. 14.

Mounting load cushion 400 a to load cushion mounting surface 155 or 165of inboard and outboard saddles 120, 130 may include positioning shaft415 a into a recess on a load cushion mounting surface, such as eitherof recesses 421 and 423 on load cushion mounting surface 165 (shown inFIGS. 6 and 7), or either of recesses 420 and 422 on load cushionmounting surface 155 (shown in FIGS. 6 and 7). After shaft 415 a ispositioned or while shaft 415 a is being positioned within a saddleassembly recess of either the inboard or outboard saddle, shaft 413 ispositioned within another saddle assembly recess on the same loadcushion mounting surface that includes the saddle assembly recess inwhich shaft 415 a was or is being positioned. Grips 414 a and 418 may bepushed or pulled for enabling easier installation of shafts 413 and 415a into respective recesses.

FIG. 20 is a perspective view illustrating an alternative load cushion400 b. Any of the load cushions disclosed in the example embodiments,such as load cushions 76 and 76 a, may be arranged as load cushion 400b. Load cushion 400 b includes a base 402 b, a load cushion portion 404b, a mounting extension 406 b, and a mounting extension 408 b. Base 402b, load cushion portion 404 b, and mounting extension 406 b are the sameas base 402, load cushion portion 404, and mounting extension 406,respectively, of load cushion 400. Load cushion portion 404 b ispositioned between mounting extensions 406 b and 408 b and, as shown inFIG. 20, above base 402 b.

Mounting extension 406 b includes a mounting hole 407 b. Similarly,mounting extension 408 b includes a mounting hole 409. Mounting loadcushion 400 b to load cushion mounting surface 155 or 165 of inboard andoutboard saddles 120, 130 may include aligning mounting holes 407 b and409 with a respective saddle assembly recess of either of load cushionmounting surface 155 or 165. A fastener separate from load cushion 400b, such as a bolt, a screw, a cotter pin, or some other type offastener, can be inserted into mounting hole 407 and into a saddleassembly recess, such as one of saddle assembly recesses 420, 421, 422,or 423 shown in FIGS. 6 and 7. Alternatively, a saddle to which loadcushion 404 b is to be mounted may include a tapped or non-tapped holeto which the separate fastener can be installed for retaining loadcushion 404 at mounting extension 406 b. That tapped or non-tapped holemay be a through-hole. The opposite saddle may include a similarlyconfigured tapped or non-tapped hole to which another separate fastenercan be installed for retaining load cushion 404 at mounting extension408 b.

Alternately, as shown in FIG. 32, load cushion 400 c having base 402 cmay include a first load cushion retainer 430 comprising a first loadcushion 430 extending from base 402 c as well as a second load cushionretainer 440 also extending from base 402 c.

Load cushions 400, 400 a, 400 b, and 400 c preferably have acontinuously increasing spring rate as an applied load increases and acontinuously decreasing spring rate as an applied load decreases. Thus,the example vehicle suspensions, described herein, that use any of loadcushions 400, 400 a, 400 b, and 400 c can advantageously have acontinuously increasing spring rate as an applied load increases and acontinuously decreasing spring rate as an applied load decreases. Loadcushions 400, 400 a, 400 b, and 400 c act in compression and do notundergo tensile loading, so load cushions 400, 400 a, 400 b, and 400 calso have increased fatigue life over other springs (for example,elastomer springs) that are subjected to such loading.

In accordance with example embodiments, each load cushion 400, 400 a,400 b, and 400 c is an elastomeric progressive spring rate load cushionshaped to resemble a pyramid. In one respect, the base and load cushionportion of load cushions 400, 400 a, 400 b, and 400 c are made ofelastomer and do not include any plates or any bonding agents forbonding plates to elastomer. In another respect, the base of loadcushions 400, 400 a, 400 b, and 400 c may include a plate (which can bereferred to as a base plate) made of any of a variety of suitablematerials, including, but not limited to, iron, steel, aluminum,plastic, and a composite material. As an example, the base plate cancomprise a plate having a thickness between a range of 0.125 inches(3.175 mm) to 0.25 inches (6.35 mm). The base plate can be encapsulatedin elastomer and/or bonded to the load cushion portion using a bondingagent. The base plate dimensions and shape can be varied to anydimension or shape desired for packaging, weight, and aesthetics.Preferably, each load cushion base is dimensioned to (i) match the topsurface of a spring mount described herein, such as spring mount 66 or66 a, (ii) locate mounting holes and/or load cushion retainer forsecuring the load cushion base to the spring mount, and (iii) minimizeoverall mass.

The size and dimensions of the elastomer used for the progressive springrate load cushions 400, 400 a, 400 b, and 400 c may be optimized for thevertical spring rate requirements. For the present application, thevertical spring rate for the progressive spring rate load cushions 400,400 a, 400 b, and 400 c continuously increases with increasing load andcontinuously decreases with decreasing load, defining a curvilinearshape with no discontinuities on a graph illustrating spring rate as afunction of sprung load.

Preferably, load cushion portion 404 has a shape closely resembling apyramid with a flattened top surface, as shown. With this preferredshape, the vertical spring rate for the load cushion 400 linearlyincreases with increasing load and linearly decreases with decreasingload. In that regard, load cushion 400 is operable as a progressivespring rate load cushion. In one embodiment, the cross section of loadcushion portion 404 adjacent base 402 is 120 millimeters (mm) by 150 mm,the cross section of the top surface of load cushion portion 404 is 45mm by 56 mm, the height of the load cushion portion 404 is 71 mm, andthe height of base 402 is 9 mm. Other example dimensions of portions ofload cushion 400 are also possible. For a given geometry, the springrate of load cushion 400 may be optimized by varying the durometer ofthe elastomer. By varying the durometer, a family of interchangeableprogressive spring rate load cushions can be created.

FIGS. 21 a and 21 b are top views of inboard saddle 130 and outboardsaddle 120. FIG. 21 a shows inboard saddle 130 and outboard saddle 120before a first connecting rod 146 and a second connecting rod 146 a areused to draw inboard saddle 130 and outboard saddle 120 together. FIG.21 a shows connecting rod 146 extending through the inboard saddle andthe outboard saddle with end 212 and nut 214 that will be tightenedagainst the inboard saddle and outboard saddle to draw them togetherinto contact. Similarly FIG. 21 a shows connecting rod 146 a extendingthrough inboard saddle 130 and outboard saddle 120 with end 212 a andnut 214 a that will be tightened against the inboard saddle and theoutboard saddle to draw them together into contact. Preferably, the ends212 and 212 a of connecting rods 146 and 146 a are located within theoutboard saddle such that the opposing ends of those connecting rodswill not be in positions in which the opposing ends can make contactwith tires or wheels that attach to axles connected to vehiclesuspension 50.

FIGS. 21 a and 21 b illustrate shear spring 72 adjacent to first ends150 and 152, and shear spring 74 a adjacent to second ends 160 and 162.Shear spring 72 has V-shaped wall 310 a adapted to contact the V-shapedside wall 190 of spring mount 66 (see FIGS. 6 and 7), wherein the shearspring 72 is positioned between side wall 80 of the opening of the firstspring module and the V-shaped side wall 190. Prior to shear spring 72being placed under a compression load by side wall 80 and V-shaped wall190, the distance between V-shaped plate 310 of shear spring 72 andintermediate plate 312 of shear spring 72 is denoted by the letter “A,”and the distance between intermediate plate 312 of shear spring 72 andbase plate 302 of shear spring 72 is denoted by the letter “B.”

Similarly, FIGS. 21 a and 21 b illustrate shear spring 74 a adjacent tosecond ends 160 and 162. Shear spring 74 a has a V-shaped wall 310 aadapted to contact the V-shaped side wall 190 a of spring mount 66 a(see FIGS. 6 and 7), wherein the shear spring 74 a is positioned betweenside wall 82 a of the opening of the second spring module and theV-shaped side wall 190 a. Prior to shear spring 74 a being placed undera compression load by side wall 82 a and V-shaped wall 190 a, thedistance between V-shaped plate 310 of shear spring 74 a andintermediate plate 312 of shear spring 74 a is denoted by the letter“C,” and the distance between intermediate plate 312 of shear spring 74a and base plate 302 of shear spring 74 a is denoted by the letter “D.”

FIG. 21 b shows inboard saddle 130 and outboard saddle 120 after nuts214 and 214 a have been tightened onto connecting rods 146 and 146 a todraw inboard saddle 130 and outboard saddle 120 into contact with eachother. While tightening nuts 214 and 214 a onto connecting rods 210 and210 a together they also serve to cause (i) shear spring 72 to becompressed between V-shaped side wall 190 and side wall 80 of theopening of the first spring module 70, and (ii) shear spring 74 a to becompressed between V-shaped side wall 190 a and side wall 82 a of theopening of the second spring module 70 a. The tapered surfaces of theV-shaped side wall 190 contact and compress shear spring 72 by a wedgingaction in which the elastomeric sections 306 and 308 of shear spring 72are compressed. Similarly, the tapered surfaces of the V-shaped sidewall 190 a contact and compress shear spring 74 a by a wedging action inwhich the elastomeric sections 306 and 308 of shear spring 74 a arecompressed. As shown and described herein, the V-shaped surface of theshear spring 72 contacts a corresponding V-shaped side wall 190 duringcompression, wherein the surfaces are preferably shown to be linear andin contact along nearly the entire surface of the shear spring. It willbe noted that it is not necessary, although desirable, that the entireV-shaped surface of the shear spring 72 is in contact with the V-shapedwall 190 during compression. Moreover, it is possible that one or bothof the contacting surfaces could be curvilinear provided that thesurfaces provide a wedging action that serves to compress the shearspring 72. For example, the surfaces of the V-shaped wall 190 and theshear spring 72 do not necessarily need to be linear as shown in theabove Figures, although linear surfaces are preferred.

As shown in FIG. 21 b, the elastomeric sections 306 and 308 of shearspring 72 are compressed such that the distance between V-shaped plate310 and intermediate plate 312 (denoted as A′) is less than distance Ashown in FIG. 21 a, and the distance between intermediate plate 312 andbase plate 302 (denoted as B′) is less than distance B shown in FIG. 21a. Similarly, the elastomeric sections 306 and 308 of shear spring 74 aare compressed such that the distance between V-shaped plate 310 andintermediate plate 312 (denoted as C′) is less than distance C shown inFIG. 21 a, and the distance between intermediate plate 312 and baseplate 302 (denoted as D′) is less than distance D shown in FIG. 21 a.

Thus, with reference to FIGS. 2 and 3, vehicle suspension 50 may beassembled by using a method including the steps of (i) providing a frameattachment portion 58 adapted for connection to a vehicle frame railhaving a spring module 70 attached to the frame attachment portion 58wherein the spring module 70 has an opening 64 defined by a top wall 84,a bottom wall 86, and first and second side walls 80, 82 of the springmodule, (ii) positioning a first part 66 b of a first spring mount 66within the opening 64, (iii) positioning a first shear spring 72 betweena first tapered surface of the first spring mount 66 and a first sidewall 80 of the opening 64 of the first spring module 70, (iv)positioning a second shear spring 74 a between a second tapered surfaceof the first spring mount 66 and second side wall 82 of the opening 64of the first spring module 70, (v) positioning a second part of thefirst spring mount 66 within the opening 64, (vi) placing a firstthreaded connecting rod 164 through a through-hole in at least one ofthe first part of the first spring mount 66 or the second part of thefirst spring mount 66, and (vii) tightening the first threadedconnecting rod 164 to draw together the first part of the first springmount 66 and the second part of the first spring mount 66, and tocompress the first shear spring 72 between the first side wall 190 ofthe first spring mount 66 and the first side wall 80 of the opening 64of the first spring module 70, and also to compress the second shearspring 74 a between the second side wall 190 b of the first spring mount66 and the second side wall 82 of the opening 64 of the first springmodule 70.

In this method of assembling a vehicle suspension, the need for separatespring mounts is eliminated. In addition, other prior art systemsrequired the use of a funnel and difficult compression techniques of theshear spring to position the spring mount and one or more shear springproperly within the vehicle suspension. However, with this method, theseproblems have been eliminated because the shear springs are compressedby the wedging action of the V-shaped surfaces of the side walls of thespring mount and corresponding V-shaped side walls on the shear springs.The V-shaped surface of the spring mount side walls is formed bytightening the nut onto the connecting rod that passes through theinboard and outboard parts of the spring mount.

In addition, the disclosed vehicle suspension construction also providessignificant advantages for servicing and disassembling the vehiclesuspensions. For example, if a shear spring needs to be replaced, theserviceman can gradually decompress the shear spring (e.g., reduce thecompressive forces acting on the shear springs) within the vehiclesuspension by loosening the nuts or connecting rods that were used dodraw spring mount portions together to form a spring mount, in a stagedand staggered method. The following examples of staged and staggeredshear spring decompression methods are applicable to vehicle suspension50 using two connecting rods 146 and 146 a.

First example of staged and staggered method to decompress shearsprings:

Step A1—Turn connecting rod 146 or nut 214 x number of degrees in adirection that causes nut 214 to move away from end 212.

Step A2—Turn connecting rod 146 a or nut 214 a X number of degrees in adirection that causes nut 214 a to move away from end 212 a.

Step A3—Repeat steps A1 and A2 until the shear springs retained bysaddle assembly 90 are decompressed.

Second example of staged and staggered method to decompress shearsprings:

Step B1—Turn connecting rod 146 or nut 214 x number of degrees in adirection that causes nut 214 to move away from end 212.

Step B2—Turn connecting rod 146 a or nut 214 a (X times 2) number ofdegrees in a direction that causes nut 214 a to move away from end 212a.

Step B3—Turn connecting rod 146 or nut 214 (X times 2) number of degreesin a direction that causes nut 214 to move away from end 212.

Step B4—Repeat steps B2 and B3 until the shear springs retained bysaddle assembly 90 are decompressed.

In the foregoing examples, X may equal 360° or some other number ofdegrees. Other examples of staged and staggered method to decompressshear springs are also possible. Prior art systems posed more challengesbecause there was not a simple way to slowly ease the compressive forceson the shear springs when removing them from the vehicle suspensions.

Staged and staggered methods may also be used to place shear spring incompression. The following examples of staged and staggered shear springcompression methods are applicable to vehicle suspension 50 using twoconnecting rods 146 and 146 a.

First example of staged and staggered method to compress shear springs:

Step C1—Turn connecting rod 146 or nut 214 x number of degrees in adirection that causes nut 214 to move towards end 212.

Step C2—Turn connecting rod 146 a or nut 214 a X number of degrees in adirection that causes nut 214 a to move towards end 212 a.

Step C3—Repeat steps C1 and C2 until the shear springs retained bysaddle assembly 90 are compressed as desired.

Second example of staged and staggered method to compress shear springs:

Step D1—Turn connecting rod 146 or nut 214 x number of degrees in adirection that causes nut 214 to move towards end 212.

Step D2—Turn connecting rod 146 a or nut 214 a (X times 2) number ofdegrees in a direction that causes nut 214 a to move towards end 212 a.

Step D3—Turn connecting rod 146 or nut 214 (X times 2) number of degreesin a direction that causes nut 214 to move towards end 212.

Step D4—Repeat steps D2 and D3 until the shear springs retained bysaddle assembly 90 are compressed as desired.

In the foregoing examples, X may equal 360° or some other number ofdegrees. Other examples of staged and staggered method to compress shearsprings are also possible.

In the example embodiments described herein, threaded connecting rods146 and 146 a may be arranged in any one of a variety of configuration.Preferably, the connecting rods are M-20×1.5, class 10.9, bolts withsufficient threads to allow for each bolt to pass through both theinboard and outboard saddles and to engage corresponding nuts when theshear springs to be compressed via tightening of the bolts are in anuncompressed state. A shank of each bolt may, for example, be threadedfrom the bolt head to the shank end opposite the bolt head.Alternatively, each connecting rod could, for example, comprise adifferent type of bolt, or a screw, or some other suitable fastener. Forinstance, each connecting rod could be a rod with two threaded ends or arod threaded from end to end. In this regard, inboard and outboard partsof the saddle could be drawn together to compress a set of shear springsby installing the threaded connecting rod into a hole tapped into one ofthe inboard and outboard parts of the saddle and using a nut on theopposite end of the connecting rod, or by using a respective nutthreaded onto opposite ends of the threaded connecting rod. Also, eachconnecting rod could itself be round, square, or of some other geometricshape.

FIG. 22 is a view of the outboard side of vehicle suspension 50 having aline 23-23 extending through shear spring 74 a, first side wall 80 a ofthe second opening 64 a, and V-shaped side wall 190 a of spring mount 66a.

FIG. 23 is a cross sectional top view of vehicle suspension 50 alongline 23-23 shown in FIG. 22. In particular, shear spring 74 a is shownin compression between side wall 80 a and V-shaped side wall 190 a ofthe second spring mount 66 a. The V-shaped wall 310 a of shear spring 74a is in contact with V-shaped side wall 190 a and shear spring 74 a iswedged against side wall 80 a. Base plate 302 of shear spring 74 abutsside wall 80 a. Frictional forces acting on shear spring 74 a, side wall80 a, and V-shaped side wall 190 a provide a primary means to preventlateral movement of shear spring 74 a. Base plate 302 includes flange304 that extends from an end of base plate 302 in a direction away fromthe V-shaped plate 310. Similarly flange 305 extends from another end ofbase plate 302 in a direction away from V-shaped plate 310. In thismanner, flanges 304 and 305 and side wall 80 a can secondarily restrictlateral movement of the shear spring 74. For example, side wall 112 ccan restrict lateral movement of shear spring 74 when flange 304 is incontact with side wall 112 c, and side wall 110 c can restrict lateralmovement of shear spring 74 in an opposite direction when flange 305 isin contact with side wall 110 c.

FIG. 24 is a bottom view of vehicle suspension 50 shown in FIGS. 2 and3, where the flanges 304 and 305 of the shear springs are shownextending beyond the spring modules that comprise those shear springs.In particular, flanges 304 and 305 of shear spring 74 a are shown asextending beyond side edges 110 c and 112 c of side wall 82 a, andflanges 304 and 305 of shear spring 72 are shown as extending beyondside edges 110 and 112 of side wall 80.

FIGS. 25 a and 25 b are elevational views of vehicle suspension 50 shownin FIGS. 2 and 3.

FIG. 26 illustrates an alternate embodiment showing vehicle suspension450 having a frame attachment portion 458 attached to spring module 470,and having a single opening 464 defined by top wall 470 a, side walls470 b and 470 c, and bottom wall 470 d. Shown positioned within opening464 are first shear spring 72, second shear spring 74, and load cushion76 which are the same as the shear springs and load cushion described inFIGS. 1-25 above. Also shown is spring mount 466 which includes separateinboard and outboard spring mount portions. A connecting rod 465 is usedto draw the inboard and outboard spring mount portions of spring mount466 together and to compress shear springs 72 and 74 between springmount 466 and side walls 470 c and 470 b, respectively, of spring module470. Drawing the inboard and outboard spring mount portions formV-shaped walls that abut the V-shaped walls of shear springs 72 and 74.

FIG. 27 illustrates a vehicle suspension 650 comprising a pair of frameattachment portions 451 and 452 that are attached to each other via asaddle 480. Frame attachment portions 451 and 452 include spring modules453 and 455, respectively.

Spring module 453 includes a pair of shear springs 300 (as describedabove) that are retained in compression between opposing side walls ofspring module 453 and a spring mount 459. Spring module 453 furtherincludes a load cushion 454 that may be configured like any of loadcushions 400, 400 a, and 400 b shown in one or more of FIGS. 14-20.Spring mount 459 may be configured like spring mount 766, describedbelow with respect to FIG. 29, in that spring mount 459 may include amounting bracket similar to mounting bracket 770 of spring mount 766. Athreaded connecting rod 146 e and nut 457 may be used to attach saddle480 to the mounting bracket of spring mount 459.

Similarly, spring module 455 includes a pair of shear springs 300 (asdescribed above) that are retained in compression between opposing sidewalls of spring module 455 and a spring mount 460. Spring module 455further includes a load cushion 456 that may be configured like any ofload cushions 400, 400 a, and 400 b shown in one or more of FIGS. 14-20.Spring mount 460 may be configured like spring mount 766, describedbelow with respect to FIG. 29, in that spring mount 460 may include amounting bracket similar to the mounting bracket 770 of spring mount766. A threaded connecting rod 146 f and nut 458 may be used to attachsaddle 480 to the mounting bracket of spring mount 460.

FIG. 28 illustrates an alternate vehicle suspension 550 having framerail attachment portion 558 attached to first spring module 70 andsecond spring module 70 a having shear springs, spring mounts and loadcushions constructed in the same manner as described above with respectto FIGS. 1-25. Vehicle suspension 550 further includes a third springmodule 570 adjacent to the second spring module 70 a, wherein the shearsprings, load cushion, and spring mount with spring module 570 are alsoconstructed in the same manner as described above with respect to FIGS.1-25.

Vehicle suspension 550 further includes a saddle assembly 571 comprisingtwo separate saddles connected by connecting rods 146 b, 146 c, and 146d. Saddle assembly 571 includes six V-shaped walls for compressing eachof one of the six shear springs contained within vehicle suspension 550as those V-shaped walls are formed by tightening nuts onto connectingrods 146 b, 146 c, and 146 d. Loosening the nuts on those connectingrods, preferably in a staged and staggered manner, allows for removingthe compressive forces placed on the six shear springs contained withinvehicle suspension 550.

FIG. 29 illustrates a spring mount 766 having a through-hole 205, a loadcushion mounting surface 767, and V-shaped walls 768 and 769. Springmount 766 is a spring mount that is not integrally connected to a saddleas is the case with spring mount 66 shown in FIGS. 1-25. However, springmount 766 does use a connecting rod to draw together an inboard part andan outboard part of the spring mount in the same manner as shown in oneor more of FIGS. 1-25 and described above. Spring mount 766 may be usedin connection with the shear springs and load cushion shown in one ormore of FIGS. 1-25 and described above. However, spring mount 766 isinstead attached to a saddle using mounting bracket 770. Thus, as isknown in the art, the spring mount 766 may be attached to a saddle, forexample, in the manner described in U.S. Pat. No. 7,926,836.

FIG. 30 illustrates vehicle suspension 850. Vehicle suspension 850comprises a saddle assembly similar to the saddle assembly 90 of vehiclesuspension 50, shear springs similar to the shear spring 300 describedabove, and load cushions similar to any of the load cushions 400, 400 a,and 400 b described above. Vehicle suspension 850 has some notabledifferences when compared to vehicle suspension 50. Those differencesinclude: (i) frame rail attachment portions 858 and 858 a havegeometries that differ from the geometries of frame rail attachmentportions 58 and 58 a, (ii) the set of gussets including gussets 854 a,854 b, 854 c, 854 d, 854 e, 854 f, 854 g, and 854 h have geometries thatdiffer from the geometries of set of gussets including gussets 62 a, 62b, 62 c, 62 d, 62 e, and 62 f, and (iii) vehicle suspension 850 includesframe hanger attachment portion strengtheners, such as strengtheners 856a and 856 b, on an inboard side of its frame rail attachment portions.

Furthermore, a filler plate 883 is attached between adjacent springmodules 70 b and 70 c of vehicle suspension 850, and a filler plate 884is attached between spring modules 70 d and 70 e of vehicle suspension850. Each side wall of a lower U-plate that is adjacent to filler plates883 or 884 and that forms a part of an openings of spring modules 70 b,70 c, 70 d, or 70 e may include 2 weld-slots through which weld beadsfor welding that side wall to the adjacent filler plate. Each of thoseweld-slots may have the size and shape of weld-slot 81 described above.

Frame hanger attachment portion strengtheners are typically used inembodiments in which the distances between the tops of the spring module(e.g., tops 855, 855 a) and the top edge of the frame attachmentportions (e.g., edges 857), and the distance between spring module tops855 c, 855 d and the top edge 857 a, exceed a given threshold distance.

In FIG. 30, the top edges 857 and 857 a are straight, and walking beamends 859 and 859 a are identified. In accordance with a first embodimentin which vehicle suspension 850 is installed in a vehicle, walking beamend 859 is closer to a front end of the vehicle than walking beam end859 a. In accordance with a second embodiment in which vehiclesuspension 850 is installed in a vehicle, walking beam end 859 a iscloser to the front end of the vehicle than walking beam end 859.

FIG. 31 illustrates vehicle suspension 860, which is the same as vehiclesuspension 850 shown in FIG. 30, except that frame rail attachmentportions 868 and 868 a have geometries that differ from the geometriesof frame rail attachment portions 858 and 858 a. Those geometries maydiffer, at least in part, because the geometries have different patternsand/or quantities of frame rail attachment holes between the framehanger attachment portion strengtheners and the top edges of the framehanger attachment portions.

In FIG. 31, the top edges 867 and 867 a are straight, and walking beamends 859 and 859 a are identified. In accordance with a first embodimentin which vehicle suspension 860 is part of a vehicle, walking beam end859 is closer to a front end of the vehicle than walking beam end 859 a.In accordance with a second embodiment in which vehicle suspension 860is part of a vehicle, walking beam end 859 a is closer to the front endof the vehicle than walking beam end 859.

FIG. 33 is a perspective outboard view of vehicle suspension 50′ whichis a slightly modified version of the vehicle suspension 50 shown inFIGS. 1-3. In FIGS. 33-36, the same numerals will be used to identifythe same or similar components of the vehicle suspension 50 in FIG. 1,and different numerals or prime numbers will be used to denotedifferences between the vehicle suspension 50 shown in FIGS. 1-3 and thevehicle suspension 50′ shown in FIGS. 33-36.

The vehicle suspension 50′ shown in FIGS. 33-36 may be used as asubstitute for the vehicle suspension 50 or vehicle suspension 50 ashown in FIG. 1. Therefore, the vehicle suspension 50′ has a frameattachment 58 that is adapted for attachment to a vehicle frame or framerail. Vehicle suspension 50′ could be attached to walking beam 78positioned beneath the vehicle suspension 50 in FIG. 1. In addition,vehicle suspension 50′ could also be substituted for vehicle suspension50 a as it is adapted for attachment to a vehicle frame or frame rail ona side of the vehicle opposite the side to which vehicle suspension 50is attachable to a vehicle frame or frame rail, with the term vehicleincluding a motorized vehicle or trailer.

Vehicle suspension 50′ includes frame rail attachment holes 60 of frameattachment portion 58 that are adapted for attaching frame attachmentportion 58 to a vehicle frame or frame rail (not shown) using, forexample, connecting rods, such as mounting bolts. Vehicle suspension 50′includes gussets 62 a-f extending perpendicularly from the frame railattachment portion 58 to provide additional support and rigidity tovehicle suspension 50′.

A spring module 70 is attached to frame rail attachment portion 58.Spring module 70 includes an opening 64. Positioned within opening 64are (i) at least a part of a spring mount 66′, (ii) at least a part of afirst shear spring 72′ positioned between a first side wall of thespring mount 66′ and a side wall 80 of spring module 70, (iii) at leasta part of a second shear spring 74′ positioned between a second sidewall of the spring mount 66′ and a second side wall 82 of spring module70, and (iv) at least a part of a load cushion 76 positioned on top ofspring mount 66′ and beneath the top wall 84 of spring module 70.

Similarly, but adjacent to spring module 70, a spring module 70 a isattached to frame rail attachment portion 58. Spring module 70 aincludes an opening 64 a. Positioned within opening 64 a are (i) atleast a part of a spring mount 66 a′, (ii) at least a part of a shearspring 72 a′ positioned between a first side wall of the spring mount 66a′ and a side wall 80 a of spring module 70 a, (iii) at least a part ofa shear spring 74 a′ positioned between a second side wall of the springmount 66 a′ and a side wall 82 a of spring module 70 a, and (iv) atleast a part of a load cushion 76 a positioned on top of spring mount 66a′ and beneath the top wall 84 a of spring module 70 a.

Vehicle suspension 50′ shown in FIG. 33 further includes a through-hole910 and a through-hole 910 a that extend through both the outboardsaddle 120′ and inboard saddle 130′ of saddle assembly 90′. The upperportions of the outboard saddle 120′ and inboard saddle 130′ areconnected together and form spring mounts 66′ and 66 a′. The outboardsaddle 120′ and the inboard saddle 130′ may be drawn together in thesame manner described above in the description of FIGS. 21 a and 21 busing threaded rods 146 and 146 a shown in FIG. 6. The threaded rods maybe a bolt, screw, or other suitable fastener and may be used to connectthe saddles together. Alternately, the outboard saddle 120′ and inboardsaddle 130′ may be drawn together using a press, such as a pneumatic orhydraulic press, or weighted device.

Once the outboard saddle 120′ and inboard saddle 130′ are drawn togetherand connected by threaded rods 146 and 146 a, then connecting rods 922and 924 which are positioned on the sides of through hole 910 are usedto hold the inboard and outboard portions of spring mount 66′ together,and connecting rods 922 a and 924 a which are positioned on the sides ofthrough hole 910 a are used to hold the inboard and outboard portions ofspring mount 66 a′ together. Connecting rods 922, 924, and 922 a and 924a are shown in FIG. 33-36 as threaded bolts that extend all the waythrough the outboard saddle 120′ and the inboard saddle 130′. Nuts areused on the inboard side of the saddle assembly 90′; however, the nutscould also be used on the outboard side of the saddle assembly 90′. Inaddition, connecting rods 922, 924, and 922 a and 924 a could alsoextend through either outboard saddle 120′ or inboard saddle 130′ andthread into a tapped hole in the other saddle, and therefore do not needto extend through both outboard saddle 120′ and inboard saddle 130′.

Furthermore, the connecting rods 922, 924, and 922 a and 924 a are shownas threaded in FIGS. 33-36, but are not required to be. For example, theconnecting rods 922, 924, and 922 a and 924 a could comprise anon-threaded rod held in place by a cotter pin in a manner similar torod 63 that holds load cushion 76 in position on spring mount 66′ withcotter pin 65 or rod 63 a that holds load cushion 76 a in position onspring mount 66 a′ with cotter pin 65 a. Moreover, connecting rods arenot required to have round cross-section, but the connecting rods couldalso have an oval, square, rectangular, polygonal, or other geometriccross-section. In a preferred embodiment the connecting rods maycomprise an M20 fine pitch fastener 10.9 class or grade.

As shown in FIGS. 33-36, after connecting rods 922, 924, and 922 a and924 a have connected the outboard saddle 120′ and 130′ together, thethreaded rods 146 and 146 a used to drawn the outboard saddle 120′ andinboard saddle 130′ together may be removed. Alternatively, the threadedrods 146 and 146 a may remain in place. In addition, while twoconnecting rods are used in connection with a spring mount, it ispossible to include only one connecting rod or additional connectingrods as desired, provided that they provide sufficient strength to holdoutboard saddle 120′ and inboard saddle 130′ together during operation.

An additional difference between vehicle suspension 50′ and vehiclesuspension 50 is that vehicle suspension 50′ includes gusset spacer 67positioned between gussets 62 c and 62 d that provides additionalstrength and rigidity to the vehicle suspension 50′. However, gussetspacer 67 could also be used on vehicle suspension 50 if desired.

FIG. 34 shows an outboard view of vehicle suspension 50′ shown in FIG.33. Spring module 70 is shown attached to frame rail attachment portion58. Spring module 70 includes an opening 64. Positioned within at leasta portion of opening 64 are (i) a spring mount 66′, (ii) a shear spring72′ positioned between a first side wall of spring mount 66′ and a firstside wall 80 of opening 64, (iii) a shear spring 74′ positioned betweena second side wall of spring mount 66′ and a side wall of 82 of opening64, and (iv) a load cushion 76 positioned on top of spring mount 66′ andbeneath a top wall 84 of opening 64.

A second spring module 70 a is positioned adjacent spring module 70 andis also attached to frame rail attachment portion 58. Spring module 70 aincludes an opening 64 a. Positioned within at least a portion ofopening 64 a are (i) a spring mount 66 a′, (ii) a third shear spring 72a′ positioned between a first side wall of spring mount 66 a′ and a sidewall 80 a of opening 64 a, (iii) a fourth shear spring 74 a′ positionedbetween a second side wall of the spring mount 66 a′ and a second sidewall 82 a of opening 64 a, and (iv) a load cushion 76 a positioned ontop of spring mount 66 a′ and beneath a top wall 84 a of opening 64 a.Connecting rods 922 and 924 are shown positioned on the sides of throughhole 910 and are used to hold the inboard and outboard portions ofspring mount 66′ together, and connecting rods 922 a and 924 a are shownpositioned on the sides of through hole 910 a and are used to hold theinboard and outboard portions of spring mount 66 a′ together.

FIG. 35 is a perspective inboard view of vehicle suspension 50′ shown inFIGS. 33 and 34. Vehicle suspension 50′ includes frame rail attachmentholes 60 of frame attachment portion 58 that are adapted for attachingframe attachment portion 58 to a vehicle frame or frame rail (not shown)using, for example, connecting rods, such as mounting bolts. Vehiclesuspension 50′ includes gussets 62 a-f extending perpendicularly fromthe frame rail attachment portion 58 to provide additional support andrigidity to vehicle suspension 50′.

A spring module 70 is attached to frame rail attachment portion 58.Spring module 70 includes an opening 64. Positioned within opening 64are (i) at least a part of a spring mount 66′, (ii) at least a part of afirst shear spring 72′ positioned between a first side wall of thespring mount 66′ and a side wall 80 of spring module 70, (iii) at leasta part of a second shear spring 74′ positioned between a second sidewall of the spring mount 66′ and a second side wall of spring module 70,and (iv) at least a part of a load cushion 76 positioned on top ofspring mount 66′ and beneath the top wall 84 of spring module 70.

Similarly, but adjacent to spring module 70, a spring module 70 a isattached to frame rail attachment portion 58. Spring module 70 aincludes an opening 64 a. Positioned within opening 64 a are (i) atleast a part of a spring mount 66 a′, (ii) at least a part of a shearspring 72 a′ positioned between a first side wall of the spring mount 66a′ and a side wall 80 a of spring module 70 a, (iii) at least a part ofa shear spring 74 a′ positioned between a second side wall of the springmount 66 a′ and a side wall 82 a of spring module 70 a, and (iv) atleast a part of a load cushion 76 a positioned on top of spring mount 66a′ and beneath the top wall 84 a of spring module 70 a.

Vehicle suspension 50′ shown in FIG. 35 further includes a through-hole910 and a through-hole 910 a that extend through both the outboardsaddle 120′ (shown in FIG. 33) and inboard saddle 130′ of saddleassembly 90′. The upper portions of the outboard saddle 120′ (shown inFIG. 33) and inboard saddle 130′ are connected together. The outboardsaddle 120′ and the inboard saddle 130′ may be drawn together in thesame manner described above in the description of FIGS. 21 a and 21 busing threaded rods 146 and 146 a shown in FIG. 6. The threaded rod maybe a bolt, screw, or other suitable fastener and may be used to connectthe saddles together.

Once the outboard saddle 120′ and inboard saddle 130′ are drawn togetherand connected by threaded rods 146 and 146 a, then connecting rods 922and 924 which are positioned on the sides of through hole 910 are usedto hold the inboard and outboard portions of spring mount 66′ together,and connecting rods 922 a and 924 a which are positioned on the sides ofthrough hole 910 a are used to hold the inboard and outboard portions ofspring mount 66 a′ together. Connecting rods 922, 924, and 922 a and 924a are shown in FIG. 33-36 as threaded bolts that extend all the waythrough the outboard saddle 120′ and the inboard saddle 130′. Nuts 923and 925, and 923 a and 925 a are shown used on the inboard side of thesaddle assembly 90′; however, the nuts could also be used on theoutboard side of the saddle assembly 90′. In addition, connecting rods922, 924, and 922 a and 924 a could also extend through either outboardsaddle 120′ or inboard saddle 130′ and thread into a tapped hole in theother saddle, and therefore do not need to extend through both outboardsaddle 120′ and inboard saddle 130′.

FIG. 36 shows an inboard view of vehicle suspension 50′ shown in FIGS.33-35. Spring module 70 is shown attached to frame rail attachmentportion 58. Spring module 70 includes an opening 64. Positioned withinat least a portion of opening 64 are (i) a spring mount 66′, (ii) ashear spring 72′ positioned between a first side wall of spring mount66′ and a first side wall 80 of opening 64, (iii) a shear spring 74′positioned between a second side wall of spring mount 66′ and a sidewall of 82 of opening 64, and (iv) a load cushion 76 positioned on topof spring mount 66′ and beneath a top wall 84 of opening 64.

A second spring module 70 a is positioned adjacent spring module 70 andis also attached to frame rail attachment portion 58. Spring module 70 aincludes an opening 64 a. Positioned within at least a portion ofopening 64 a are (i) a spring mount 66 a′, (ii) a third shear spring 72a′ positioned between a first side wall of spring mount 66 a′ and a sidewall 80 a of opening 64 a, (iii) a fourth shear spring 74 a′ positionedbetween a second side wall of the spring mount 66 a′ and a second sidewall 82 a of opening 64 a, and (iv) a load cushion 76 a positioned ontop of spring mount 66 a′ and beneath a top wall 84 a of opening 64 a.Connecting rods 922 and 924 are shown positioned on the sides of throughhole 910 and are used to hold the inboard and outboard portions ofspring mount 66′ together, and connecting rods 922 a and 924 a are shownpositioned on the sides of through hole 910 a and are used to hold theinboard and outboard portions of spring mount 66 a′ together.

FIGS. 37 and 38 are perspective views of a saddle assembly 90′ that isshown in FIGS. 33-36 and that comprises an outboard saddle 120′ and aninboard saddle 130′. FIGS. 39 and 39A are perspective views of inboardsaddle 130′. In accordance with the embodiments described herein,inboard saddle 130′ may be identical to outboard saddle 120′.Alternatively, inboard saddle 130′ may be identical to outboard saddle120′ except that the mounting holes 910 and 910 a through which threadedrods 146 and 146 a are installed in one of those saddles may be tappedholes and the mounting holes in the other saddle may be untapped holes.Similarly, holes for connecting rods 922 and 924, or 922 a or 924 a mayalso extend all the way through, or may comprise tapped holes.

Saddles 120′, 130′ each include upper and bottom portions. Each upperportion of saddles 120′, 130′ includes two spring mount portions. Eachof the two spring mount portions of saddle 120′ interface tocorresponding spring mount portions of saddle 130′ to form respectivespring mounts 66′ and 66 a′. The bottom portion of outboard saddle 120′includes a bottom mount section 136′, and the bottom portion of inboardsaddle 130 includes a bottom mount section 134′. Those bottom mountsections may be conical, spherical, or wedge shaped, and may form amechanical joint when attached to a walking beam as is known in the art.Furthermore, the bottom portions of outboard saddle 120′ and inboardsaddle 130′ may be similar to the bottom portions of saddles disclosedin U.S. Pat. No. 7,926,836.

As shown in one or more of FIGS. 37, 38, 39, and 39A, the upper portionof outboard saddle 120′ is identified as upper portion 140′, and theupper portion of inboard saddle 130′ is identified as upper portion142′. As shown in FIG. 39 and/or FIG. 39A, upper portion 142′ includes aspring mount portion 143′ and a spring mount portion 145′. Spring mountportion 143′ includes spring mount side portions 143 a′ and 143 b′ andspring mount portion interface 143 f′. Similarly, spring mount portion145′ includes spring mount side portions 145 a′ and 145 b′ and springmount portion interface 145 f′. Each spring mount side portion of upperportions 140′ and 142′ includes a pair of flanges and a tapered surface.

As shown in FIG. 39, spring mount side portion 143 a′ includes flanges143 c′ and 143 d′ and tapered surface 191 a′, and spring mount sideportion 145 b′ includes flanges 145 c′ and 145 d′ and tapered surface191 b′. As shown in FIG. 39A, spring mount side portion 143 b′ includesflanges 143 e′ and 143 g′ and tapered surface 191 c′, and spring mountside portion 145 a′ includes flanges 145 e′ and 145 g′ and taperedsurface 191′.

Upper portions 140′, 142′ of saddles 120′, 130′ include a number ofsignificant advantages over the saddles and saddle assemblies shown inU.S. Pat. No. 7,926,836. As one example, the upper portions 140′, 142′of saddles 120′, 130′ may be drawn together (e.g., drawn in contact witheach other) by threaded rods 146 and 146 a (shown in FIGS. 21 a and 21b). Of course, a press such as a pneumatic or hydraulic press could beused to draw the upper portions 140′ and 142′ together. In that way,spring mount portion interface 143 f′ is drawn into contact with acorresponding spring mount portion interface on upper portion 140′ andspring mount portion interface 145 f′ is drawn into contact with anothercorresponding spring mount portion interface on upper portion 140′.

In accordance with this design, the upper portions 140′, 142′ may serveas spring mounts. In particular, the upper portions 140′, 142′ includefirst ends 150′, 152′ thereof that together form first load cushionmounting surface 155′ on first spring mount 66′ that is adapted to havea first load cushion mounted thereon. Similarly, upper portions 140′,142′ also include second ends 160′, 162′ thereof that together formsecond load cushion mounting surface 165′ on second spring mount 66 a′that is adapted to have a second load cushion mounted thereon. Ofcourse, while two load cushion mounting surfaces are shown, only one, orperhaps three or more load cushion mounting surfaces could be providedon the upper portions 140′, 142′ in a manner similar to FIG. 28. Thus,spring mounts 66′ and 66 a′ are integrally attached to the saddle,unlike the saddle shown in U.S. Pat. No. 7,926,836. Indeed, springmounts 66′ and 66 a′ are preferably integrally formed with the saddles120′ and 130′, as shown in FIG. 33. With this design, the need forseparate spring mounts is eliminated. Of course, spring mounts integralwith the saddle are not required and spring mounts that are separatefrom the saddle may be used for particular applications, as shown forexample in FIG. 27.

As mentioned above, the upper portions 140′, 142′ of the outboard saddle120′ and inboard 130′ are connected together. As discussed in greaterdetail below, a connecting rod may be a bolt, screw, threaded orunthreaded, or other suitable fastener and may be used to connect thesaddles together. As illustrated in FIGS. 37 and 38, connecting rods 922and 924, and connecting rods 922 a, and 924 a show where the connectionof the saddles may be accomplished. Although two connecting rods 922 and924 are shown for spring mount 66′, it is possible to use only a singleconnecting rod, or additional connecting rods as desired.

FIG. 38 further illustrates the threaded shank portions of connectingrods 922 and 924, and 922 a and 924 a, with nuts 923 and 925, and nuts923 a and 925 a attached to connect the saddles together. As notedabove, the connecting rods do not need to be threaded, but could insteadbe a threadless rod held in place with a cotter pin or other suitableholding device.

Depending on the application, the disclosed vehicle suspension 50′ maynot utilize load cushions on the top surface of the spring mounts, andthus the load cushion mounting surfaces 155′ and 165′ may not benecessary. However, even in the absence of load cushion mountingsurfaces, with the design of the saddle assembly 90′ shown in FIGS. 38and 39, the upper portions 140′, 142′ may still serve as a spring mount.In particular, the upper portions 140′, 142′ include first ends 150′,152′ thereof that together form a first V-shaped side wall 190′ ofspring mount 66′, that is adapted to contact and compress a first shearspring having a corresponding V-shaped surface (not shown, but seebelow).

Similarly, upper portions 140′, 142′ also include second ends 160′, 162′thereof that together form a second V-shaped side wall 190 a′ of thespring mount 66 a′, that is adapted to contact and compress a secondshear spring having a corresponding V-shaped top surface (also notshown, but see below). While V-shaped side walls 190′ and 190 a′ aredisclosed, the saddles could be designed such that only ends 150′ and152′ or ends 160′ and 162′ include a V-shaped side wall. Again, with thedesign shown in FIG. 33, the need for a separate spring mount to contacta shear spring is eliminated.

As described above, there are two openings (64 and 64 a) in vehiclesuspension 50′. The saddle assembly 90′ also includes a third V-shapedwall 190 b′ positioned between side walls 190′ and 190 a′, as well as afourth V-shaped wall 190 c′ opposite from V-shaped wall 190 b′ andbetween side walls 190′ and 190 a′. V-shaped walls 190 b′ and 190 c′,along with side walls 82 and 80 a, respectively (of spring modules 70and 70 a shown in FIGS. 33-36) are also adapted to contact and compressadditional shear springs having corresponding V-shaped surfaces (notshown, but see below).

FIG. 39 and/or FIG. 39A further illustrates surface 155 a′ whichprovides one half of load cushion mounting surface 155′ shown in FIGS.37 and 38, and surface 165 a′ which provides one half of load cushionmounting surface 165′ shown in FIGS. 37 and 38. Thus, surface 155 a′ ispart of an inboard part 66 b′ of first spring mount 66′ shown in FIGS.37 and 38, and surface 165 a′ is part of inboard part 66 c′ of secondspring mount 66 a′ shown in FIGS. 37 and 38.

FIG. 39 also illustrates tapered surface 191 a′ that forms one half ofV-shaped wall 190 a′ at end 162′ of saddle assembly 90′, and taperedsurface 191 b′ that forms one half of V-shaped wall 190 b′ shown inFIGS. 37 and 38. Further, through-hole through-holes 922 b and 924 b areshown positioned about through-hole 910 that allow connecting rods 922and 924 to pass through, and through-holes 922 d and 924 d are shownpositioned about through-hole 910 a that allow connecting rods 922 a and924 a to pass through.

FIG. 39A also illustrates tapered surface 191′ that forms one half ofV-shaped wall 190′ at end 152′ of saddle assembly 90′, and taperedsurface 191 c′ that forms one half of V-shaped wall 190 c′ shown inFIGS. 37 and 38.

FIG. 40 is a perspective view of shear spring 300′, which is sometimesreferred to as a V-spring. The shear springs 72′, 72 a′, 74′, and 74 a′shown in FIGS. 33-36 may be arranged as shear spring 300′ shown in FIGS.40-42. Shear spring 300′ is similar to shear spring 300 shown in FIGS.9-13 as it includes a base plate 302 and a V-shaped plate 310. However,shear spring 300′ includes first intermediate plate 315 and secondintermediate plate 317, which are shown as flat plates in FIGS. 40-42.However, it is also possible to include only a first intermediate platethat is flat, two intermediate plates that are V-shaped, or one V-shapedintermediate plate and one flat intermediate plate.

In shear spring 300′, V-shaped plate 310 results in shear spring 300′having a V-shaped wall 310 a that is adapted to contact a correspondingV-shaped side wall of a spring mount, although the surface of V-shapedwall 310 a could be V-shaped even in the absence of V-shaped plate 310.Shear spring 300′ includes an elastomeric section 306 between base plate302 and first intermediate plate 315, an elastomeric section 308 betweenfirst intermediate plate 315 and second intermediate plate 317, and anelastomeric section 318 between second intermediate plate 317 andV-shaped plate 310. Of course, the shear spring could be made withoutone or more of plates 302, 315, 317, and 312. For example, the shearspring could be all elastomer, have a base plate 302 withoutintermediate plates 315 and 317; have base plate 302 and plate 310 butno intermediate plates, etc. Furthermore, base plate 302 could also beV-shaped like plate 310, and all plates 302, 315, 317, and 310 could beV-shaped. In such a case, the side wall of the opening contacting baseplate 302 could also have a corresponding V-shape.

Moreover, the shear spring 300′ is shown having the geometry of apreferred embodiment. It will be appreciated that the base plate 302 maynot even include a plate as noted above. Further, the base or base plate302 of the shear spring 300′ could also be affixed to the side walls ofthe opening in the spring module using fasteners, bolts, etc. in a knownand conventional manner. Thus, the shear spring is not required to have,but may have, the geometry shown in FIGS. 40-42.

FIG. 41 is a plan view of shear spring 300′ comprising base plate 302,V-shaped plate 310, first intermediate plate 315, and secondintermediate plate 317. Base plate 302 includes a first flange 304extending from a first end thereof away from V-shaped plate 310 and asecond flange 305 extending from a second end thereof also away fromV-shaped plate 310. Base plate 302 is adapted to contact a first sidewall of a spring module opening of a vehicle suspension (for example,side wall 80 of opening 64 in the spring module of vehicle suspension50′ in FIGS. 33-36). Frictional forces acting on shear spring 300′, aside wall of a spring module opening, and a V-shaped side wall of aspring mount provide a primary means to prevent lateral movement ofshear spring 300′. The first flange 304 and the second flange 305 ofbase plate 302 are designed to extend beyond first and second side edgesof a side wall of a spring module opening to secondarily restrictlateral movement of shear spring 300′ with respect to vehicle suspension50′.

Intermediate plates 315 and 317 provides additional resistance tolateral forces acting on shear spring 300′, such as lateral forces in adirection from V-shaped plate 310 to base plate 302. Intermediate plates315 and 317 are shown as flat plates parallel to base plate 302.However, intermediate plate 312 could have a larger or smaller angle forthe V-shape as desired.

The V-shaped plate 310 may be bent from straight plates. Since V-shapedplate 310 has a V-shape, V-shaped plate 310 has an angle that is lessthan 180 degrees. FIG. 41 illustrates an included angle 311 formed byV-shaped plate 310. The included angle 311 may be a number of degreesthat fall within any of a plurality of angle ranges including, but notlimited to, the angle ranges of (i) 90° to 179°, (ii) 90° to 170°, or(iii) 115° to 125°. In accordance with that latter range, the includedangle 311 may, for example, be 115°, 116°, 117°, 118°, 119°, 120°, 121°,122°, 123°, 124°, 125° or some non-whole number angle between any two ofthose listed angles.

FIG. 42 is aside view of shear spring 300′. Shear spring 300′ has afree-state vertical offset 301′ between its end plates (i.e., base plate302 and V-shaped plate 310). Preferably, the free-state vertical offset301 is equal to half the vertical travel of vehicle suspension 50′ shownin FIGS. 33-36. This is done to minimize a couple induced in shearspring 300′ by virtue of the compression load acting on shear spring300′ applied at both end plates. A couple is a moment induced when equaland opposing forces are acting on a body but are not collinear. Theeffect of the couple on shear spring 300′ is to induce rotation withinthe spring that could cause the spring to rotate within a spring modulesufficiently enough to relieve the shear spring's compression and putthe elastomeric sections (e.g., elastomeric sections 306, 308, and 318)into tension. Offsetting both endplates of shear spring 300′ by adistance equal to half of the suspension's vertical travel results incouples at the fully stroked and rebound conditions being equal butopposite in direction (the magnitude of these couples is half that of aspring with no offset or an offset equal to that of the vertical travelof vehicle suspension 50′).

In accordance with the disclosed embodiments shown in FIGS. 33-42, shearspring 300′ may be constructed of elastomeric sections 306, 308, and 318bonded to plates 302, 315, 317, and 310. Elastomeric sections 306, 308,and 318 may comprise an elastomeric material (i.e., an elastomer) suchas natural rubber, synthetic rubber, styrene butadiene, syntheticpolyisoprene, butyl rubber, nitrile rubber, ethylene propylene rubber,polyacrylic rubber, high-density polyethylene, thermoplastic elastomer,a thermoplastic olefin (TPO), urethane, polyurethane, a thermoplasticpolyurethane (TPU), or some other type of elastomer. In this regard andin particular, elastomeric sections 306, 308, and 318 may comprise anelastomer defined as American Society of Testing and Materials (ASTM)D2000 M4AA 717 A13 B13 C12 F17 K11 Z1 Z2. In this case, Z1 representsnatural rubber and Z2 represents a durometer selected to achieve adesired shear rate. The selected durometer may be based on a givenpredefined scale, such as the Shore A scale, the ASTM D2240 type Ascale, or the ASTM D2240 type D scale. In a preferred embodiment, inaccordance with the Shore A scale, Z2, for example, is preferably 70±5.In another embodiment, in accordance with the Shore A scale, Z2 is, forexample, within the range of 50 to 80. Other examples of Z2 and rangesfor Z2 are also possible.

In another respect, elastomeric sections 306, 308, and 318 may comprisea viscoelastomeric material that (i) has elastic characteristics whenthe shear spring 300 is under a load within a given range and when thatload is removed, and (ii) has non-elastic characteristics (for example,does not return to an original non-loaded shape) if the applied loadexceeds the greatest load of the given range. The given range may extendfrom no load to a maximum expected load plus a given threshold. Thegiven threshold accounts for possible overloading of shear spring 300.As an example, the viscoelastomeric material may comprise amorphouspolymers, semi-crystalline polymers, and biopolymers. Other examples ofthe viscoelastomeric material are also possible.

In accordance with the example embodiments, elastomeric sections 306,308, and 318 may also comprise one or more fillers. The filler(s) mayoptimize performance of elastomeric sections 306, 308, and 318. Thefillers may include, but are not limited to, wax, oil, curing agents,and/or carbon black. Such fillers may optimize performance by improvingdurability and/or tuning elastomeric sections 306, 308, and 318 for agiven shear load and/or a given compressive load applied to elastomericsections 306, 308, and 318. Improving durability through the use offillers may include, for example, minimizing a temperature rise versusloading characteristic of elastomeric sections 306, 308, and 318 and/ormaximizing shape retention of elastomeric sections 306, 308, and 318.

Shear spring 300′ may be formed, for example, by inserting the plates302, 315, 317, and 310 into a mold (not shown). The plates may each becoated with a coating material. As an example, the coating material maycomprise a material comprising zinc and phosphate, modified withcalcium. The coating material may have a coating weight of 200-400milligrams per square foot. Other examples of the coating material arealso possible. A bonding agent may be applied to the coated plates forbonding the plates 302, 315, 317, and 310 to elastomeric sections 306,308, and 318. As an example, the bonding agent may comprise Chemlok®manufactured by the Lord Corporation, Cary, N.C., USA. Other examples ofthe bonding agent are also possible. Applying the coating materialand/or applying the bonding agent may occur prior to, during, and/orafter insertion of the plates 302, 315, 317, and 310 into the mold.After applying the coating material and the bonding agent, theelastomeric material (while in a pourable form) may be inserted into themold to form the elastomeric sections 306, 308, and 318.

In a preferred embodiment, any exposed portion of the plates 302, 315,317, and 310 (for example, a portion of the plates not covered by theelastomeric material) is protected against corrosion by a means otherthan the elastomeric material. In other embodiments, some exposedportions of the plates 302, 315, 317, and 310, (e.g., the edges of theplates) may not be protected against corrosion, whereas any otherexposed portions of the plates are protected against corrosion.

The plates 302, 315, 317, and 310 can be made of any of a variety ofsuitable materials, including, but not limited to, iron, steel,aluminum, plastic, a composite material, or some other material. Theplates 302, 315, 317, and 310 may be fully, or at least substantially,encapsulated in elastomer to further enhance their corrosion resistanceand friction at the mating suspension members. As an example, plates302, 315, 317, and 310 can comprise plates having a thickness between arange of 0.125 inches (3.175 mm) to 0.25 inches (6.35 mm).

The vehicle suspension 50′ can be initially drawn together in the samemanner as the method of assembly of vehicle suspension 50 describedabove. Therefore, with reference to FIGS. 33-36, vehicle suspension 50′may be assembled by using a method including the steps of (i) providinga frame attachment portion 58 adapted for connection to a vehicle framerail having a spring module 70 attached to the frame attachment portion58 wherein the spring module 70 has an opening 64 defined by a top wall84, a bottom wall 86, and first and second side walls 80, 82 of thespring module, (ii) positioning a first part of a first spring mount 66′within the opening 64, (iii) positioning a first shear spring 72′between a first tapered surface of the first spring mount 66′ and afirst side wall 80 of the opening 64 of the first spring module 70, (iv)positioning a second shear spring 74′ between a second tapered surfaceof the first spring mount 66′ and second side wall 82 of the opening 64of the first spring module 70, (v) positioning a second part of thefirst spring mount 66′ within the opening 64, (vi) placing a firstthreaded connecting rod 164 (see FIGS. 21 a and 21 b) through athrough-hole in at least one of the first part of the first spring mount66′ or the second part of the first spring mount 66′, and (vii)tightening the first threaded rod 146 (see FIGS. 21 a and 21 b) to drawtogether the first part of the first spring mount 66′ and the secondpart of the first spring mount 66′, and to compress the first shearspring 72′ between the first side wall of the first spring mount 66′ andthe first side wall 80 of the opening 64 of the first spring module 70,and also to compress the second shear spring 74′ between the second sidewall of the first spring mount 66′ and the second side wall 82 of theopening 64 of the first spring module 70. The shear springs 72 a′ and 74a′ are compressed between spring mount 66 a′ and walls 80 a and 82 a ina similar manner using threaded rod 146 a.

However, the method of assembly of vehicle suspension 50′ differs fromthat of vehicle suspension 50 in that the saddle assembly 90′ includesadditional through holes for connecting outboard saddle 120′ and inboardsaddle 130′ using connecting rods 922 and 924, as well as 922 a and 924a. After the threaded rods 146 and 146 a are used to draw and connectsthe outboard saddle together (as shown in FIGS. 2, 3, and 21 a and 21 b)and described above, then connecting rods 922 and 924 positioned aboutthrough-hole 910 are used to further secure the outboard saddle 120′ andinboard saddle 130′ together, and connecting rods 922 a and 924 apositioned about through-hole 910 a are used to further secure theoutboard saddle 120′ and inboard saddle 130′ together. At this point,the threaded rods 146 and 146 a may be, but are not required to be,removed, leaving connecting rods 922 and 924, and 922 a and 924 asecuring outboard saddle 120′ and inboard saddle 130′ together. FIGS.33-36 shows vehicle suspension 50′ with threaded rods 146 and 146 aremoved from through-holes 910 and 910 a of vehicle suspensions 50′.

The use of two connecting rods 922 and 924 for spring mount 66′, and twoconnecting rods 922 a and 924 a for spring mount 66 a′ may provide foradditional holding strength that is greater than using a single threadedrod 146 or 146 a for each spring mount.

One benefit of using connecting rod 922 or 924 after threaded rod 146has been used to draw the outboard saddle 120′ together with inboardsaddle 130′ is that it may be shorter than threaded rod 146, as thelength of connecting rod 922 or 924 need only be long enough forattachment of a nut or other securing device after the outboard saddle120′ and inboard saddle 130′ have been drawn together. By contrast, thethreaded rod 146 must be long enough to extend through outboard saddle130′ and inboard saddle 120′ before they are drawn together, resultingin a potentially undesirable protrusion of threaded rod 146 extendingfrom the vehicle suspension.

Moreover having two connecting rods in each spring mount provides aredundancy in the vehicle suspension, in that if one rod were to fail,the other connecting rod would still hold the outboard saddle 120′ andinboard saddle 130′ together. Where two springs are used with twoconnecting rods per spring mount, then there would be four connectingrods holding the outboard saddle 120′ and inboard saddle 130′ together.In this case, if one of the connecting rods failed, then there wouldstill be three connecting rods holding the outboard saddle 120′ andinboard saddle 130′ together.

The walking beams used with the various example vehicle suspensionsdescribed herein may be constructed in any of a variety of arrangements.In that regard, the number of and/or dimensions of various plates usedto construct the walking beams may vary between the various walking beamarrangements. Furthermore, the walking beams attached to the eachvehicle suspension may be retained to the vehicle suspension via variouscomponents such as, for example, a set of components comprising a saddlecap and threaded connecting rods or a set of components comprising aU-bolt and a pair of nuts.

FIG. 43 is a perspective view of frame hanger 1059 that is used insuspension 1050 (shown in FIGS. 45 and 46), FIG. 44 is a front view ofthe frame hanger 1059 shown in FIG. 43, and FIG. 45 is a side view ofthe frame hanger 1059 shown in FIGS. 43 and 44. Frame hanger 1059includes a frame bracket 1058 having a plurality of mounting holes 1060for mounting frame hanger 1059 to a vehicle frame rail (not shown).Frame hanger 1059 includes a spring box 1200 that is attached to theframe bracket 1058, and a center gusset 1110 that is attached to theframe bracket 1058 and positioned within spring box 1200 to form firstspring module 1070 and second spring module 1070 a. Spring box 1200forms top wall 1216, outer side wall 1080, and bottom wall 1210 of firstspring module 1070, and spring box 1200 also forms top wall 1216 a,outer side wall 1082 a, and bottom wall 1210 a of second spring module1070 a. One side of center gusset 1110 forms the inner side wall 1082 ofthe first spring module 1070 and the opposite side of center gusset 1110forms the inner side wall 1080 a of the second spring module 1070 a.

An opening 1280 is formed within first spring module 1070 surrounded byouter side wall 1080, inner side wall 1082, top wall 1216, and bottomwall 1210 of first spring module 1070, and an opening 1282 is formedwithin second spring module 1070 a surrounded by outer side wall 1082 a,inner side wall 1080 a, top wall 1216 a, and bottom wall 1210 a ofsecond spring module 1070 a. Walls 1214 and 1216 of spring box 1200 arewelded to frame bracket 1058. In addition, walls 1218 and 1216 a ofspring box 1200 are also welded to frame bracket 1058.

Gussets 1062 a and 1062 b are welded to frame bracket 1058, and alsowelded to the top of spring module 1070 a on the top surface of wall1216 a. Similarly, gussets 1062 c and 1062 d are welded to frame bracket1058, and also welded to the top of spring module 1070 on the topsurface of wall 1216. An additional gusset 1140 is shown welded to framebracket 1058 and to the outer side of wall 1214 of spring box 1200.Another gusset (not shown) is welded to frame bracket 1058 and the outerside of wall 1218 of spring box 1200. Gussets 1062 a, 1062 b, 1062 c,1062 d, and 1140 may be made of ½ inch steel plate, although otherthicknesses (smaller or larger) and materials could be used. Thesegussets provide additional stability and strength to frame hanger 1059.

In addition, frame hanger 1059 further includes center gusset 1110 thatis welded to frame bracket 1058 and to the bottom of spring box 1200between bottom wall 1210 of the first spring module 1070 and bottom wall1210 a of the second spring module 1070 a. Center gusset 1110 may bemade from a one inch thick steel plate, although other thicknesses(smaller or larger) and materials could be used. One side of centergusset 1110 serves as a side wall for the first spring module 1070 (sidewall 1082) and the opposite side of center gusset 1110 also serves as aside wall for the second module 1070 a (side wall 1080 a). By serving asa side wall for both the first spring module 1070 and second springmodule 1070 a, center gusset allows for a lighter frame hanger becausetwo side separate side walls are not required.

In addition, center gusset 1110 provides for increased overall strengthand stability of frame hanger 1059 because there is no gap between theinner side wall of the first spring module and the inner side wall ofthe second spring module, which may be used in some designs and may beseen for example in vehicle suspension 50′ shown in FIG. 33 of thisSpecification. Moreover, the use of center gusset 1110 serving as a sidewall of spring module 1070 and as a side wall of spring module 1070 aallows for the use of larger size spring elements within those springmodules. For example, larger sized shear springs may be accommodatedusing this design providing for increased suspension characteristicswithin the same size frame hanger footprint.

Frame hanger 1059 also includes a spring box 1200 that is preferably andadvantageously formed of a single continuous piece of formed steel,e.g., ½ inch steel plate, although other thicknesses (smaller or larger)and materials may be used. It is also possible to provide spring box1200 without a continuous piece of metal, although the manufacturing ofspring box 1200 is simplified when using a single continuous piece offormed steel. In addition, the manufacture of frame hanger 1059 is alsosimplified when spring box 1200 is welded to frame bracket 1058, because(with the exception of the inner side walls) both the first and secondspring modules 1070 and 1070 a may be attached to frame bracket 1058during the same operation, eliminating the time and effort involved whenattaching a plurality of pieces to form the spring module walls.

The design of frame hanger 1059 has additional advantages as well. Inparticular, spring box 1200 includes a first upwardly extending flange1232 that extends upwardly from top wall 1216 of the first spring module1070, and also includes a second upwardly extending flange 1230 thatextends upwardly from top wall 1216 a of spring module 1070 a. There isa gap between the upwardly extending flanges 1232 and 1230 to allow themto extend upwardly on opposite sides of center gusset 1110, but they arenot initially welded to center gusset 1110 or frame bracket 1058.

Fasteners may be used to attach the upwardly extending flanges 1232 and1230 to center gusset 1110. In a preferred embodiment, a pair of bolts1240 and 1242 with respective nuts are used to attach upwardly extendingflanges 1232 and 1230 to center gusset 1110. The bolts may be M16 bolts.The use of two M16 bolts provides sufficient strength and weld clearancefor the bolts. It is also possible to attach flanges 1232 and 1230 withother types of fasteners, such as rivets, huck fasteners, or pins, oreven using threaded connectors that are threaded into holes tapped intocenter gusset 1110.

The area where center gusset 1110 is positioned is in a high stressarea. The use of a bolted connection in this important area of the framehanger eliminates the need for a weld to connect the spring box to thecenter gusset, thereby maintaining the high strength material propertiesof the spring box 1200 and the center gusset 1110.

Additionally, center gusset 1110 is provided with a shoulder 1114 thatmay serve as a stop to limit upward vertical travel of shear springspositioned against the sides of the center gusset 1110. Another shoulder1114 a is positioned on the opposite side of center gusset 1110 (asshown in FIG. 53) that also serves to limit upward vertical travel ofthe opposite side of shear springs positioned against the sides ofcenter gusset 1110. Similarly, outer wall 1214 of the first springmodule 1070 includes a shoulder 1222 that also may serve as a stop tolimit upward vertical travel of a shear spring positioned against outerside wall 1080 of the first spring module 1070. Another shoulder 1222 ais positioned on the opposite side of outer wall 1214 (as shown in FIG.45) that also serves to limit upward vertical travel of the oppositeside of a shear spring positioned against outer side wall 1080 of firstspring module 1070. In the same manner, outer wall 1218 of the secondspring module 1070 a includes a shoulder 1220 (and also another shoulderon the opposite side that is not shown) that may also serve as a stop tolimit upward vertical travel of a shear spring positioned against outerside wall 1082 a of the second spring module 1070 a.

The frame hanger 1059 shown in FIGS. 43-45 may be used in vehiclesuspension 1050 shown in FIGS. 46 and 47. It is also possible, withmodification, to use the frame hanger shown in FIGS. 43-35 with thevehicle suspensions 50 (FIG. 2) and 50′ (FIG. 33) and with the saddleassemblies used therein. FIG. 46 is a perspective view of vehiclesuspension 1050 and FIG. 47 is a front view of vehicle suspension 1050shown in FIG. 46. As shown in FIGS. 46 and 47, frame hanger 1059includes first spring module 1070 and second spring module 1070 a. Firstspring module 1070 includes shear spring 1072 positioned between a sidewall 1080 and a side wall of spring mount 1066, and shear spring 1074positioned between side wall 1082 and a side wall of spring mount 1066.Similarly, spring module 1070 a includes shear spring 1072 a positionedbetween a side wall 1080 a and a side wall of spring mount 1066 a, andshear spring 1074 a positioned between side wall 1082 a and a side wallof spring mount 1066 a. Center gusset 1110 serves as the inner wall 1082of the first spring module 1070 and also the inner wall 1080 a of thesecond spring module 1070 a. Saddle assembly 1090 and saddle assembly1090 a are attached to spring mount 1066 positioned in the first springmodule 1070 and to spring mount 1066 a positioned in the second springmodule 1070 a. Load cushion 1076 is shown positioned atop spring mount1066 and load cushion 1076 a is shown positioned atop spring mount 1066a.

FIGS. 48 and 49 show the frame bracket 1058 used in frame hanger 1059shown in FIGS. 43-47. FIG. 48 is a front view of frame bracket 1058showing mounting holes 1060 that are adapted for attaching frame bracket1058 to a vehicle frame rail (not shown). FIG. 49 is a side view of theframe bracket 1058 shown in FIG. 48. The bottom of frame bracket 1058 isdesigned to accommodate spring box 1200 (shown in FIGS. 43-47). Inparticular, frame bracket 1058 has a wall 1095 against which top wall1216 of the first spring module 1070 abuts and against which top wall1216 a of second spring module 1070 a abuts. Similarly, frame bracket1058 has side wall 1091 against which wall 1218 of the second springmodule 1070 a abuts, and also has side wall 1093 against which wall 1214of the first spring module 1070 abuts. In a preferred embodiment, framebracket 1058 is comprised of steel plate and may have a thickness of ½inch, although other thicknesses (smaller or larger) and materials maybe used.

FIGS. 50-52 show spring box 1200 used in frame hanger 1059 shown inFIGS. 43-45. FIG. 50 is a top view of spring box 1200 showing the topwall of first spring module 1070 and the top wall of second springmodule 1070 a. Upwardly extending flanges 1232 and 1230 are also shownextending upwardly with a gap therebetween to accommodate center gusset1110 (shown in FIGS. 43-45). FIG. 51 is a front view of spring box 1200showing bottom wall 1210, outer wall 1214, and top wall 1216 of firstspring module 1070, as well as bottom wall 1210 a, outer wall 1218, andtop wall 1216 a of second spring module 1070 a. Upwardly extendingflanges 1232 and 1230 are also shown extending upwardly with a gap 1233therebetween to accommodate the positioning of center gusset 1110 (shownin FIGS. 43-45) between flanges 1232 and 1230. FIG. 52 is a side view ofspring box 1200, showing upwardly extending flange 1232 with holes 1240a and 1242 a to accommodate the positioning of bolts 1240 and 1242therethough (as shown in FIGS. 43-45). In a preferred embodiment, springbox 1200 is a single, continuous piece of steel plate that extends fromupwardly extending flange 1232 to upwardly extending flange 1230.

FIGS. 53A and 54 show center gusset 1110. FIG. 53A is a side view ofcenter gusset 1110, showing side wall 1080 a and shoulders 1114 and 1114a. In addition, a slot 1243 is provided to accommodate the positioningof bolts 1240 and 1242 therethough (as shown in FIGS. 43-45). FIG. 53Bshows center gusset 1110 with an alternate configuration, where twoslots 1247 and 1249 are provided to accommodate the positioning of bolts1240 and 1242 therethrough (as shown in FIGS. 43-45), instead of asingle slot 1243 as shown in FIG. 53A. The center gusset 1110 in FIG.53B also includes an expanded section, or bulge 1251, that provides fora greater surface area of contact between the flanges 1230 and 1232 andthe center gusset 1110. FIG. 54 is a front view of center gusset 1110shown in FIG. 53A or 53B showing shoulder 1114, as well as side wall1082 which serves as the inner wall of the first spring module 1070 andside wall 1080 a which serves as the inner wall of the second springmodule 1070 a.

Vehicle suspension 1050 is shown in FIGS. 46 and 47, where shear springs1072, 1074, are shown positioned within first spring module 1070, andshear springs 1072 a, and 1074 are shown positioned within second springmodule 1070 a. Shears springs 1072, 1074, 1072 a, and 1074 a may beconfigured as shear spring 300 shown in FIGS. 9-13. Shears springs 1072,1074, 1072 a, and 1074 a may also be configured as shear spring 300′shown in FIGS. 40-42. Thus, frame hanger 1059 shown in FIGS. 43-45 maybe used in connection with shear spring 300 shown in FIGS. 9-13 or shearspring 300′ shown in FIGS. 40-42.

FIGS. 55-57 are directed to shear spring 350, which includes analternate shear spring design that may also be used in vehiclesuspension 1050 shown in FIGS. 46 and 47, and with frame hanger 1059shown in FIGS. 43-45. In particular, in a preferred embodiment, shearsprings 1072, 1074, 1072 a, and 1074 a shown in suspension 1050 may bearranged as shear spring 350 as shown in FIGS. 55-57.

FIG. 55 is a perspective view of shear spring 350 that is similar toshear spring 300 shown in FIGS. 9-13 and shear spring 300′ shown inFIGS. 40-42 as it includes a base plate 380 and a plate 360 with aV-shaped upper surface. Shear spring 350 also includes a firstintermediate plate 370 which is shown as a flat plate in FIGS. 43-47.However, in other embodiments, it is also possible to include additionalintermediate plates, as desired. It will be appreciated that the terms“upper” “lower” and “base” are used in the specification and claims onlyto provide relational references for the components of the shear spring.However, the terms “upper” “lower” and “base” in no way require that theshear spring is oriented in any particular manner in a vehiclesuspension. In fact, it will be appreciated that shear springs shown insuspension 50, 50′ and 1050 show the shear springs positioned with thebase plate and upper surface of the shear spring are mounted in agenerally horizontal orientation. Thus, the shear spring 350 may beoriented horizontally, vertically, or somewhere in between.

In shear spring 350, plate 360 has a V-shaped upper surface that resultsin shear spring 350 having a V-shaped outer surface comprising surfaces362 and 364 that are adapted to contact a corresponding V-shaped sidewall of a spring mount. As used herein, the term “V-shaped” is to bebroadly construed to cover two walls angled with respect to one another,that may or may not come together at a point. In other words, the apexof the V-shaped surface could be rounded or even flat. Chaplets 366 areshown on the upper surface of plate 360 within surfaces 362 and 364 thatare used during the molding process. In addition, the corners of plates360, 370, and 380 are also exposed to facilitate the molding process.

FIG. 56 shows a cross-sectional side view of shear spring 350 shown inFIG. 55 taken along line 56-56, and FIG. 57 shows a cross-sectional endview of shear spring 350 shown in FIG. 45 taken along line 57-57. Itwill be appreciated that plate 360 has a flat bottom surface 361positioned beneath angled upper surfaces 363 and 373 of plate 360. Inother words, plate 360 has a generally triangular-shaped cross sectionwith angled upper surfaces 363 and 373 coming together at apex 365 atthe top, and a flat lower surface 361. When using a formed plate, or aplate that is bent to form the V-shaped upper surface, the thickness ofthe plate remains generally constant, and the voided apex area must befilled with an elastomer such as rubber, resulting in an undesirableimbalance in compression and shear rates across the shear spring'slaminate cross-section. The imbalances in compression and shear ratescan then lead to compromises resulting in less than optimal results.

As shown in FIGS. 56 and 57, shear spring 350 includes an elastomericsection 374 between base plate 380 and first intermediate plate 370, andan elastomeric section 372 between first intermediate plate 370 andplate 360. It will be seen that the bottom surface 361 of upper plate360 is parallel to the upper surface of the intermediate plate 370, andthe bottom surface of intermediate plate 360 is parallel to the top ofbase plate 380. As a result, the thickness of elastomeric section 372that extends between the bottom surface 361 of upper plate 360 and theupper surface of intermediate plate 370 is constant across itscross-section, and the thickness of the elastomeric section 374 thatextends between the bottom surface of intermediate plate 360 and the topof base plate 380 is also constant across its cross-section.

With the configuration of the upper plate 360 in FIGS. 55-57 having aflat bottom surface 361 and V-shaped upper surfaces 363 and 373, thecross section of plate 360 naturally fills the voided apex of theV-shaped outer surface 362 and 364, which is something that cannot beaccomplished when using a formed or bent plate. Because the thickness ofelastomeric sections 372 and 374 are constant, it is possible toequalize compression and shear strain in each elastomeric section 372and 374 across their entire cross-section which results in an optimizeddesign.

In a preferred embodiment, the thickness of elastomeric section 372 andthe thickness of elastomeric section 374 are equal, and may have athickness of 32 millimeters. The thickness of the intermediate plate 370may be 3.175 millimeters. In addition, the upper plate 360 maypreferably made from an extruded aluminum. The width of the bottom 361of upper plate 360 may be 168 millimeters, with a thickness of the apex365 of around 18 millimeters.

FIG. 55 shows shear spring 350 comprising base plate 380, intermediateplate 370, and upper plate 360. Base plate 380 includes a first flange390 extending from a first end thereof away from upper plate 360 and asecond flange 392 extending from a second end thereof also away fromupper plate 360. Base plate 380 is adapted to contact a first side wallof a spring module opening of a vehicle suspension (for example, sidewall 1080 of first spring module 1070 in FIGS. 46 and 47. Frictionalforces acting on shear spring 350, a side wall of a spring moduleopening, and a V-shaped side wall of a spring mount provide a primarymeans to prevent lateral movement of shear spring 350. The first flange390 and the second flange 392 of base plate 380 are designed to extendbeyond first and second side edges of a side wall of a spring moduleopening to secondarily restrict lateral movement of shear spring 350with respect to vehicle suspension 50, 50′, or 1050. In addition,flanges 390 and 392 are adapted to extend beneath shoulder 1114 ofcenter gusset 1110 in FIGS. 43-45 and to limit upward vertical movementof the shear spring 350. Similarly, flanges 390 and 392 are also adaptedto extend beneath shoulders 1222 and 1222 a of outer wall 1214 of firstspring module 1070 and beneath shoulder 1220 (and oppositely locatedshoulder) of outer wall 1218 of second spring module 1070 a as shown inFIGS. 43-45 to limit upward vertical movement of the shear spring 350.The thickness of center gusset 1110 may be one inch to accommodate theflanges of the shear springs that are positioned against the centergusset 1110, and provides a thickness large enough so that the flangesof the oppositely disposed shear springs do not abut each other.

Intermediate plate 370 provides additional resistance to lateral forcesacting on shear spring 350, such as lateral forces in a direction fromupper plate 360 to base plate 380. Since the upper surface of plate 360has a V-shape, upper plate 360 has an angle that is less than 180degrees. The included angle may be a number of degrees that fall withinany of a plurality of angle ranges including, but not limited to, theangle ranges of (i) 90° to 179°, (ii) 90° to 170°, or (iii) 115° to125°. In accordance with that latter range, the included angle may, forexample, be 115°, 116°, 117°, 118°, 119°, 120°, 121°, 122°, 123°, 124°,125° or some non-whole number angle between any two of those listedangles.

In accordance with the disclosed embodiments shown in FIGS. 55-57, shearspring 350 may be constructed of elastomeric sections 372 and 374 bondedto plates 360, 370, and 380. Elastomeric sections 372 and 374 maycomprise an elastomeric material (i.e., an elastomer) such as naturalrubber, synthetic rubber, styrene butadiene, synthetic polyisoprene,butyl rubber, nitrile rubber, ethylene propylene rubber, polyacrylicrubber, high-density polyethylene, thermoplastic elastomer, athermoplastic olefin (TPO), urethane, polyurethane, a thermoplasticpolyurethane (TPU), or some other type of elastomer. In this regard andin particular, elastomeric sections 372 and 374 may comprise anelastomer defined as American Society of Testing and Materials (ASTM)D2000 M4AA 717 A13 B13 C12 F17 K11 Z1 Z2. In this case, Z1 representsnatural rubber and Z2 represents a durometer selected to achieve adesired shear rate. The selected durometer may be based on a givenpredefined scale, such as the Shore A scale, the ASTM D2240 type Ascale, or the ASTM D2240 type D scale. In a preferred embodiment, inaccordance with the Shore A scale, Z2, for example, is preferably 70±5.In another embodiment, in accordance with the Shore A scale, Z2 is, forexample, within the range of 50 to 80. Other examples of Z2 and rangesfor Z2 are also possible.

Shear spring 350 may be formed, for example, by inserting the plates360, 370, and 380 into a mold (not shown). The plates may each be coatedwith a coating material. As an example, the coating material maycomprise a material comprising zinc and phosphate, modified withcalcium. The coating material may have a coating weight of 200-400milligrams per square foot. Other examples of the coating material arealso possible. A bonding agent may be applied to the coated plates forbonding the plates 360, 370, and 380 to elastomeric sections 372 and374. As an example, the bonding agent may comprise Chemlok® manufacturedby the Lord Corporation, Cary, N.C., USA. Other examples of the bondingagent are also possible. Applying the coating material and/or applyingthe bonding agent may occur prior to, during, and/or after insertion ofthe plates 360, 370, and 380 into the mold. After applying the coatingmaterial and the bonding agent, the elastomeric material (while in apourable form) may be inserted into the mold to form the elastomericsections 372 and 374.

Example embodiments of the present invention have been described above.Those skilled in the art will understand that changes and modificationsmay be made to the described embodiments without departing from the truescope and spirit of the present invention, which is defined by theclaims.

We claim:
 1. A suspension for supporting a longitudinally extendingvehicle frame rail above an axle, comprising: a frame hanger comprising:a frame bracket adapted for connection to a vehicle frame rail; a springbox attached to the frame bracket; a gusset attached to the framebracket and positioned within the spring box to form a first springmodule and a second spring module; said spring box comprising a bottomwall, a top wall, and an outer side wall of the first spring module, andsaid spring box comprising a bottom wall, a top wall, and an outer sidewall of the second spring module; said gusset forming an inner side wallof the first spring module and an inner side wall of the second springmodule; a first spring mount positioned within the first spring module;a first shear spring positioned between a first side wall of the firstspring mount and the outer side wall of the first spring module; asecond shear spring positioned between a second side wall of the firstspring mount and the inner side wall of the first spring module; asecond spring mount positioned within the second spring module; a thirdshear spring positioned between a first side wall of the second springmount and the outer side wall of the second spring module; and a fourthshear spring positioned between a second side wall of the second springmount and the inner side wall of the second spring module; wherein thespring box includes a first upwardly extending flange extending from thetop wall of the first spring module and a second upwardly extendingflange extending from the top wall of the second spring module, with agap positioned between the first flange and the second flange allowingpositioning of the gusset between the first and second flanges.
 2. Thesuspension of claim 1 further including a saddle assembly attached tothe first spring mount and to the second spring mount.
 3. The suspensionof claim 1, wherein a first load cushion is positioned on the firstspring mount and a second load cushion is positioned on the secondspring mount.
 4. The suspension of claim 1, wherein the spring box formsthe top wall, bottom wall, and outer side wall of the first springmodule, and forms the top wall, bottom wall, and outer side wall of thesecond spring module, and is welded to the frame bracket.
 5. Thesuspension of claim 1, wherein the first upwardly extending flange abutsand is attached to a first side of the gusset and the second upwardlyextending flange abuts and is attached to a second side of the gusset.6. The suspension of claim 5, wherein the first upwardly extendingflange is attached to the gusset and to the second upwardly extendingflange with one or more fasteners.
 7. The suspension of claim 6, whereinthe one or more fasteners comprise one or more bolts.
 8. The suspensionof claim 1, wherein the spring box extends as a single piece of formedsteel from the first upwardly extending flange to the second upwardlyextending flange.
 9. The suspension of claim 1, wherein said firstspring mount comprises an inboard part and an outboard part separatefrom the inboard part, a first through-hole positioned in at least oneof the inboard or outboard parts of the first spring mount adapted toallow passage of a first connecting rod therethrough, wherein the firstconnecting rod connects the inboard part of the first spring mounttogether with the outboard part of the first spring mount, and whereinthe first shear spring has a V-shaped outer surface, where the firstshear spring is compressed between the first side wall of the firstspring mount and the outer side wall of the first spring module, andwherein the second shear spring has a V-shaped outer surface, where thesecond shear spring is compressed between the second side wall of thefirst spring mount and the inner side wall of the first spring module.10. The suspension of claim 9, wherein the first shear spring iscomprised of a base plate having a flat upper surface and an upper platehaving a V-shaped upper surface opposite the base plate of the firstshear spring adapted to mate with a corresponding V-shaped surfacepositioned on the first side wall of the first spring mount, wherein theupper plate of the first shear spring has a flat lower surface parallelto the flat upper surface of the base plate of the first shear spring,and wherein the second shear spring is comprised of a base plate havinga flat upper surface and an upper plate having a V-shaped upper surfaceopposite the base plate of the second shear spring adapted to mate witha corresponding V-shaped surface positioned on the second side wall ofthe first spring mount, wherein the upper plate of the second shearspring has a flat lower surface parallel to the flat upper surface ofthe base plate of the second shear spring.
 11. The suspension of claim9, further including a second through-hole positioned in at least one ofthe inboard or outboard parts of the first spring mount adapted to allowpassage of a second connecting rod therethrough, wherein the secondconnecting rod also connects the inboard part of the first spring mounttogether with the outboard part of the first spring mount.
 12. Thesuspension of claim 9, wherein said second spring mount comprised of aninboard part and an outboard part separate from the inboard part, athrough-hole positioned in at least one of the inboard or outboard partsof the second spring mount adapted to allow passage of a secondconnecting rod therethrough, wherein the second connecting rod connectsthe inboard part of the second spring mount together with the outboardpart of the second spring mount, and wherein the third shear spring hasa V-shaped outer surface, where the third shear spring is compressedbetween the first side wall of the second spring mount and the innerside wall of the second spring module, and wherein the fourth shearspring has a V-shaped outer surface, where the fourth shear spring iscompressed between the second side wall of the second spring mount andthe outer side wall of the second spring module.
 13. The suspension ofclaim 12, wherein the first shear spring is comprised of a base platehaving a flat upper surface and an upper plate having a V-shaped uppersurface opposite the base plate of the first shear spring adapted tomate with a corresponding V-shaped surface positioned on the first sidewall of the first spring mount, wherein the upper plate of the firstshear spring has a flat lower surface parallel to the flat upper surfaceof the base plate of the first shear spring, and wherein the secondshear spring is comprised of a base plate having a flat upper surfaceand an upper plate having a V-shaped upper surface opposite the baseplate of the second shear spring adapted to mate with a correspondingV-shaped surface positioned on the second side wall of the first springmount, wherein the upper plate of the second shear spring has a flatlower surface parallel to the flat upper surface of the base plate ofthe second shear spring; and wherein the third shear spring is comprisedof a base plate having a flat upper surface and an upper plate having aV-shaped upper surface opposite the base plate of the third shear springadapted to mate with a corresponding V-shaped surface positioned on thefirst side wall of the second spring mount, wherein the upper plate ofthe third shear spring has a flat lower surface parallel to the flatupper surface of the base plate of the third shear spring, and whereinthe fourth shear spring is comprised of a base plate having a flat uppersurface and an upper plate having a V-shaped upper surface opposite thebase plate of the fourth shear spring adapted to mate with acorresponding V-shaped surface positioned on the second side wall of thesecond spring mount, wherein the upper plate of the fourth shear springhas a flat lower surface parallel to the flat upper surface of the baseplate of the fourth shear spring.
 14. The suspension of claim 13,further including a flat intermediate plate positioned between the upperplate and the base plate of the first shear spring, and a flatintermediate plate positioned between the upper plate and the base plateof the second shear spring; and further including a flat intermediateplate positioned between the upper plate and the base plate of the thirdshear spring, and a flat intermediate plate positioned between the upperplate and the base plate of the fourth shear spring.
 15. The suspensionof claim 12, further including a second through-hole positioned in atleast one of the inboard or outboard parts of the first spring mountadapted to allow passage of a third connecting rod therethrough, whereinthe third connecting rod also connects the inboard part of the firstspring mount together with the outboard part of the first spring mount;and further including a second through-hole positioned in at least oneof the inboard or outboard parts of the second spring mount adapted toallow passage of a fourth connecting rod therethrough, wherein thefourth connecting rod also connects the inboard part of the secondspring mount together with the outboard part of the second spring mount.16. A suspension for supporting a longitudinally extending vehicle framerail above an axle, comprising: a frame hanger comprising: a framebracket adapted for connection to a vehicle frame rail; a spring boxattached to the frame bracket; a gusset attached to the frame bracketand positioned within the spring box to form a first spring module and asecond spring module; said spring box comprising a bottom wall, a topwall, and an outer side wall of the first spring module, and said springbox comprising a bottom wall, a top wall, and an outer side wall of thesecond spring module; said gusset forming an inner side wall of thefirst spring module and an inner side wall of the second spring module;a first spring mount positioned within the first spring module; a firstshear spring positioned between a first side wall of the first springmount and the outer side wall of the first spring module; a second shearspring positioned between a second side wall of the first spring mountand the inner side wall of the first spring module; a second springmount positioned within the second spring module; a third shear springpositioned between a first side wall of the second spring mount and theouter side wall of the second spring module; and a fourth shear springpositioned between a second side wall of the second spring mount and theinner side wall of the second spring module; wherein the gusset includesa shoulder for limiting upward vertical movement of the second shearspring and the third shear spring.
 17. The suspension of claim 16,wherein a portion of the spring box that comprises the outer wall of thefirst spring module includes a shoulder for limiting upward verticalmovement of the first shear spring, and a portion of the spring box thatcomprises the outer wall of the second spring module includes a shoulderfor limiting upward vertical movement of the fourth shear spring.
 18. Aframe hanger comprising: a frame bracket adapted for connection to avehicle frame rail; a spring box attached to the frame bracket; a gussetattached to the frame bracket and positioned within the spring box toform a first spring module and a second spring module; said spring boxcomprising a bottom wall, a top wall, and an outer side wall of thefirst spring module, and said spring box comprising a bottom wall, a topwall, and an outer side wall of the second spring module; said gussetforming an inner side wall of the first spring module and an inner sidewall of the second spring module; wherein the spring box includes afirst upwardly extending flange extending from the top wall of the firstspring module and a second upwardly extending flange extending from thetop wall of the second spring module, with a gap positioned between thefirst flange and the second flange allowing positioning of the gussetbetween the first and second flanges.
 19. The suspension of claim 18,wherein the spring box forms the top wall, bottom wall, and outer sidewall of the first spring module, and forms the top wall, bottom wall,and outer side wall of the second spring module, and is welded to theframe bracket.
 20. The suspension of claim 18, wherein the firstupwardly extending flange abuts and is attached to a first side of thegusset and the second upwardly extending flange abuts and is attached toa second side of the gusset.
 21. The suspension of claim 20, wherein thefirst upwardly extending flange is attached to the gusset and to thesecond upwardly extending flange with one or more fasteners.
 22. Thesuspension of claim 21, wherein the one or more fasteners comprise oneor more bolts.
 23. The suspension of claim 18, wherein the spring boxextends as a single piece of formed steel from the first upwardlyextending flange to the second upwardly extending flange.
 24. Thesuspension of claim 18, wherein the gusset includes a shoulder forlimiting upward vertical movement of shear springs positioned againstthe gusset.
 25. The suspension of claim 24, wherein a portion of thespring box that comprises the outer wall of the first spring moduleincludes a shoulder for limiting upward vertical movement of a shearspring positioned against the outer wall of the first spring module, anda portion of the spring box that comprises the outer wall of the secondspring module includes a shoulder for limiting upward vertical movementof a shear spring positioned against the outer wall of the second springmodule.
 26. A frame hanger comprising: a frame bracket adapted forconnection to a vehicle frame rail; a spring box attached to the framebracket, said spring box comprising a first spring module and a secondspring module; said first spring module comprising a top wall, a bottomwall, an outer side wall, and an inner side wall; said second springmodule comprising a top wall, a bottom wall, an outer side wall and aninner side wall; a vertically extending gusset attached to the framebracket; a first upwardly extending flange extending from the top wallof the first spring module and a second upwardly extending flangeextending from the top wall of the second spring module; wherein thefirst upwardly extending flange is attached to a first side of thevertically extending gusset and the second upwardly extending flange isattached to a second side of the vertically extending gusset.
 27. Thesuspension of claim 26, wherein the first upwardly extending flange isattached to the vertically extending gusset and to the second upwardlyextending flange with one or more fasteners.
 28. The suspension of claim27, wherein the one or more fasteners comprise one or more bolts. 29.The suspension of claim 27, wherein the spring box extends as a singlepiece of formed steel from the first upwardly extending flange to thesecond upwardly extending flange.
 30. The suspension of claim 26,wherein a portion of the spring box that comprises the outer wall of thefirst spring module includes a shoulder for limiting upward verticalmovement of shear springs positioned against the outer wall of the firstspring module, and a portion of the spring box that comprises the outerwall of the second spring module includes a shoulder for limiting upwardvertical movement of a shear spring positioned against the outer wall ofthe second spring module.
 31. A frame hanger comprising: a frame bracketadapted for connection to a vehicle frame rail; a spring box attached tothe frame bracket, said spring box comprising a first spring module anda second spring module; said first spring module comprising a top wall,a bottom wall, an outer side wall, and an inner side wall; said secondspring module comprising a top wall, a bottom wall, an outer side walland an inner side wall; a gusset attached to the frame bracket; a firstupwardly extending flange extending from the top wall of the firstspring module and a second upwardly extending flange extending from thetop wall of the second spring module; wherein the first upwardlyextending flange is attached to a first side of the gusset and thesecond upwardly extending flange is attached to a second side of thegusset; and wherein the gusset extends into the spring box and forms theinner wall of the first spring module and the inner wall of the secondspring module.
 32. The suspension of claim 31, wherein the gussetincludes a shoulder for limiting upward vertical movement of shearsprings positioned against the gusset.